Lesson #2...

[Richard Carpenter]

....is in the books.

http://richcarpenter.blogspot.com/

Any comments or feedback is appreciated.

[Ricky]

On Sep 17, 10:00 pm, Richard Carpenter > wrote:
> ...is in the books.
>
> http://richcarpenter.blogspot.com/
>
> Any comments or feedback is appreciated.

My feedback to your blog would be; as the speed increases during the
takeoff roll, the required input on the rudder pedals becomes less and
less to keep the track "straight."
For landings, you may want to keep your hands on the wheel & feet on
the pedals and "feel" or "follow" your instructor's control pressures
and responses. My pp instructor had me doing this since day 1 and I
soloed within 15 hours.

Ricky

[John Ward[_3_]]

Hi Richard,

Because you are so articulate, this is going to be one fantastic blog,
mate!!

Best wishes.

Regards,
John Ward

"Richard Carpenter" > wrote in message
oups.com...
> ...is in the books.
>
> http://richcarpenter.blogspot.com/
>
> Any comments or feedback is appreciated.
>

[John Ward[_3_]]

Hi Ricky,

Or, mate, in the Sim', install the Shockwave P-51 D or H, and then
develop that same sensitivity, even within the Sim'.

Regards,
John Ward

"Ricky" > wrote in message
ups.com...
> On Sep 17, 10:00 pm, Richard Carpenter > wrote:
>> ...is in the books.
>>
>> http://richcarpenter.blogspot.com/
>>
>> Any comments or feedback is appreciated.
>
> My feedback to your blog would be; as the speed increases during the
> takeoff roll, the required input on the rudder pedals becomes less and
> less to keep the track "straight."
> For landings, you may want to keep your hands on the wheel & feet on
> the pedals and "feel" or "follow" your instructor's control pressures
> and responses. My pp instructor had me doing this since day 1 and I
> soloed within 15 hours.
>
> Ricky
>

[Catalano]

Hi Richard,

thank you very much for this interesting stories!
Could you do me one favor?
I would like to read more about how FSX fits to your real flight
experiences.
In which cases it comes very close to the reality and in which case not at
all.

I never will have the oportunity to do real flying so your input has a big
influence for
me and my simming..

Thanks in advance

Bodo

"Richard Carpenter" > schrieb im Newsbeitrag
oups.com...
> ...is in the books.
>
> http://richcarpenter.blogspot.com/
>
> Any comments or feedback is appreciated.
>
>

[Richard Carpenter]

On Sep 19, 11:18 am, "Catalano" > wrote:
> Hi Richard,
>
> thank you very much for this interesting stories!
> Could you do me one favor?
> I would like to read more about how FSX fits to your real flight
> experiences.
> In which cases it comes very close to the reality and in which case not at
> all.
>
> I never will have the oportunity to do real flying so your input has a big
> influence for
> me and my simming..
>
> Thanks in advance
>
> Bodo
>
> "Richard Carpenter" > schrieb im Newsbeitragnews:1190084429.416911.201820@d55g2000h sg.googlegroups.com...
>
>
>
> > ...is in the books.
>
> >http://richcarpenter.blogspot.com/
>
> > Any comments or feedback is appreciated.- Hide quoted text -
>
> - Show quoted text -

Well, I haven't made the jump to FSX yet. I'm still using FS9.
However, I would imagine it all applies here.

Obviously, the biggest difference is the fact that you really don't
get any sort of feel for the control pressures required or the forces
exerted on the aircraft in MSFS. It does give you sort of a static
"action/reaction" experience, though. The biggest help MSFS provided -
for me, anyway - was that it taught me many of the concepts that are
covered in early lessons. John was pleased to find that I understood
what the primary guages on the instrumentation panel were all about
and how to use them. Also, concepts such as rudder and trim usage and
the basic maneuvers (climb, descend, turn and straight and level
flight) were already familiar to me. It was just a matter of
practicing the same actions with a real aircraft. The use of rudder
and back pressure on the controls during a turn, would be one good
example.

One thing I found to be much easier in real practice is trimming the
aircraft. I have come to find that the Cessna 172 modeled in MSFS
leaves a bit to be desired in that department. Trimming was one point
I was a bit nervous about before I ever tried it in a real situation,
as in MSFS, it is very difficult to get quite right much of the time.
I found that in the sim, I would often get to the point where I almost
had the aircraft trimmed for level flight, yet the slightest click for
additional trim adjusted my pitch too far in the opposite direction,
causing me to be unable to establish level flight that way. It is much
easier with the real thing.

On the other hand, taxiing in the sim is *much* easier than the real
thing - well, for me anyway. I still get a little squirrelly trying to
keep it straight on takeoff as well.

Once you develop an understanding of the basic physics involved, MS
sims are still a great tool for preparation and practicing things such
as IFR and radio communications. I haven't even touched on those
topics yet, but I feel confident I will get plenty of benefit out of
the simulation where they are concerned.

[Phil]

On Sep 17, 10:00 pm, Richard Carpenter > wrote:
> ...is in the books.
>
> http://richcarpenter.blogspot.com/
>
> Any comments or feedback is appreciated.

I just had another lesson last night. It was perfect weather for
practicing landings. Only a breath of wind at a slight angle to the
runway. Unfortunately, the airplane I normally fly was down for
maintenance, so I flew one I had never tried before. This one was
much more sensitive to rudder inputs on the ground, so taxiing and
tracking the centerline were difficult. After a couple of slalom
takeoffs and landings, I eventually figured out that this airplane
wants to turn left, and if I just fed in constant right rudder I could
keep it tracking much better.

FYI I am an amputee, and I operate the rudder pedals with just my
right foot by switching back and forth. If I can learn to handle a
plane on the ground, I am sure you can too. It just takes practice.
After all, you have spent your life steering with your hands, and now
suddenly you have to learn to do it with your feet. Your brain needs
to do some re-wiring for this, and it will take time.

Oh, and that fear and loathing about landings? It's perfectly
normal. At first it felt like wrestling a snake to try to get the
plane to line up and cooperate on approach and landing. But gradually
your brain and body adapt to the needs of the airplane. You start to
whittle away all the extra control inputs, and pretty soon you find
that you aren't wrestling so much anymore. This _will_ happen for
you, so don't despair or beat yourself up while you are going up the
learning curve. Everyone who learns to fly goes through this process.

[John Ward[_3_]]

Hi Phil,

Sounds like great weather for a flight, mate - what stage of your
licence are you up to?

If you don't mind me asking, what happens with braking?

Regards,
John Ward
"Phil" > wrote in message
ups.com...
> On Sep 17, 10:00 pm, Richard Carpenter > wrote:
>> ...is in the books.
>>
>> http://richcarpenter.blogspot.com/
>>
>> Any comments or feedback is appreciated.
>
> I just had another lesson last night. It was perfect weather for
> practicing landings. Only a breath of wind at a slight angle to the
> runway. Unfortunately, the airplane I normally fly was down for
> maintenance, so I flew one I had never tried before. This one was
> much more sensitive to rudder inputs on the ground, so taxiing and
> tracking the centerline were difficult. After a couple of slalom
> takeoffs and landings, I eventually figured out that this airplane
> wants to turn left, and if I just fed in constant right rudder I could
> keep it tracking much better.
>
> FYI I am an amputee, and I operate the rudder pedals with just my
> right foot by switching back and forth. If I can learn to handle a
> plane on the ground, I am sure you can too. It just takes practice.
> After all, you have spent your life steering with your hands, and now
> suddenly you have to learn to do it with your feet. Your brain needs
> to do some re-wiring for this, and it will take time.
>
> Oh, and that fear and loathing about landings? It's perfectly
> normal. At first it felt like wrestling a snake to try to get the
> plane to line up and cooperate on approach and landing. But gradually
> your brain and body adapt to the needs of the airplane. You start to
> whittle away all the extra control inputs, and pretty soon you find
> that you aren't wrestling so much anymore. This _will_ happen for
> you, so don't despair or beat yourself up while you are going up the
> learning curve. Everyone who learns to fly goes through this process.
>

[Andy Hawkins]

Hi,

In article >,
John > wrote:
> If you don't mind me asking, what happens with braking?

If memory serves, his aircraft doesn't have toe brakes.

Andy

[John Ward[_3_]]

Hi Andy,

I wonder which aircraft Phil is learning on, then?

I wasn't sure which stage Phil is up to, as I wasn't sure whether he
actually meant "night", or "evening".

I can't fly at all, in real life, so I'm naturally in awe of Phil's
experiences to date, and would love to hear more about them, the same as we
are hearing from a few other blokes here who are currently undertaking
flying training.

Not being pedantic at all, mate, I just try to learn as much as possible
here on this news group, so whenever a question strikes me, I simply ask it.
:-)

I reckon there are hundreds of blokes here who would love to learn more
from Phil, and about his experiences so far...

Regards,
John Ward
"Andy Hawkins" > wrote in message
...
> Hi,
>
> In article >,
> John > wrote:
>> If you don't mind me asking, what happens with braking?
>
> If memory serves, his aircraft doesn't have toe brakes.
>
> Andy

[Andy Hawkins]

Hi,

In article >,
John > wrote:
> I wonder which aircraft Phil is learning on, then?

I *think* it's one of the more sophisticated (i.e. 3 axis) microlights?

> I wasn't sure which stage Phil is up to, as I wasn't sure whether he
> actually meant "night", or "evening".

Fairly sure he's just doing his initial PPL.

> I can't fly at all, in real life, so I'm naturally in awe of Phil's
> experiences to date, and would love to hear more about them, the same as we
> are hearing from a few other blokes here who are currently undertaking
> flying training.

As am I. If you're bored then take a look at my blog of my experiences thus
far:

http://adhawkins.wordpress.com

Any comments welcome!

> Not being pedantic at all, mate, I just try to learn as much as possible
> here on this news group, so whenever a question strikes me, I simply ask it.
>:-)

That's what it's here for. Stupid questions are allowed. It's people that
think they know all the answers when they don't that aren't!

> I reckon there are hundreds of blokes here who would love to learn more
> from Phil, and about his experiences so far...

I'm sure you're correct. That's why everyone is here I'm sure.

Andy

[Ed M.]

> Well, I haven't made the jump to FSX yet. I'm still using FS9.
> However, I would imagine it all applies here.
>
> Obviously, the biggest difference is the fact that you really don't
> get any sort of feel for the control pressures required or the forces
> exerted on the aircraft in MSFS. It does give you sort of a static
> "action/reaction" experience, though. The biggest help MSFS provided -
> for me, anyway - was that it taught me many of the concepts that are
> covered in early lessons. John was pleased to find that I understood
> what the primary guages on the instrumentation panel were all about
> and how to use them. Also, concepts such as rudder and trim usage and
> the basic maneuvers (climb, descend, turn and straight and level
> flight) were already familiar to me. It was just a matter of
> practicing the same actions with a real aircraft. The use of rudder
> and back pressure on the controls during a turn, would be one good
> example.
>
> One thing I found to be much easier in real practice is trimming the
> aircraft. I have come to find that the Cessna 172 modeled in MSFS
> leaves a bit to be desired in that department. Trimming was one point
> I was a bit nervous about before I ever tried it in a real situation,
> as in MSFS, it is very difficult to get quite right much of the time.
> I found that in the sim, I would often get to the point where I almost
> had the aircraft trimmed for level flight, yet the slightest click for
> additional trim adjusted my pitch too far in the opposite direction,
> causing me to be unable to establish level flight that way. It is much
> easier with the real thing.
>
> On the other hand, taxiing in the sim is *much* easier than the real
> thing - well, for me anyway. I still get a little squirrelly trying to
> keep it straight on takeoff as well.
>
> Once you develop an understanding of the basic physics involved, MS
> sims are still a great tool for preparation and practicing things such
> as IFR and radio communications. I haven't even touched on those
> topics yet, but I feel confident I will get plenty of benefit out of
> the simulation where they are concerned.
>
I also found that when I started flying IRL that knowing the guages and what
they do was a big advantage. One other thing that helped a lot was knowing
how to enter and fly an approach and talking to the tower. On my very first
lesson I was allowed to enter, fly the downwind, base and final. My CFI kept
saying "your plane" all the way to the flare when he brought the nose up
just a tad until we got a faint stall alarm. He barely put backpressure on
the yoke, but he still gave me credit for the landing since he never took
the plane. So in my log, I have one more landing than takeoffs.......:-) I
hope it stays that way.........


Ed
>

[[email protected]]

On Sep 17, 9:00 pm, Richard Carpenter > wrote:
> ...is in the books.
>
> http://richcarpenter.blogspot.com/
>
> Any comments or feedback is appreciated.

Trimming is a problem with simulators because the feedback is
either nonexistent or unrealistic. In flight, there are fixed
sequences that should be followed, or you'll end up with altitude
excursions.
Trim is for removing control pressures, not for flying the
airplane. Lots of pilots fall into that trap and the nose bobs up and
down as they try to find level flight. Use the elevator control for
flying, *not* the trim. When levelling off after a climb, leave the
power on and push the nose down until the climb stops, wait for the
target airspeed to show up on the ASI, set the power, and only then do
you touch that trim wheel. Trim out the pressure but relax the push on
the yoke or stick at the same time so that the nose does not move.
Trim it so that no pressure is required to hold the nose in that
position. If it's a heavier airplane, you might have to use the trim
while accelerating to keep the yoke manageable, but leave something to
push against until it's time for final trim. With students who develop
bad habits, or bring them along when they come, I put lots of trim
against them and run through this sequence many times to show them
that trim is for removing pressure, not for establishing an attitude.
If you don't do it this way (altitude-power-trim, in that
order, after a climb) but do the more common thing I see in so many
pilots, you'll have trouble. They tend to reduce power as they are
lowering the nose to level off, trim right away, and as the airplane
slowly accelerates from climbs speed to cruise (slowly because the
power has been reduced), the nose rises as the stabilizer's downforce
increases with speed, and they have to trim some more. And then some
more. And more. And now the altitude is too high and they'll trim down
to correct that, and get too much speed and the nose wants to rise so
they add more down trim and when they reach target altitude they trim
the nose level and the speed decays and the nose drops and they trim
up. And a little more up. And so it goes. Back and forth. Up and down.
If they're on a cross-country they lose track of where they are
because they're messing with the trim and get lost.
APT for levelling off after a climb, PAT (power-altitude-trim) when
levelling off after a descent.

Dan

[Phil]

On Sep 21, 5:41 am, "John Ward" > wrote:
> Hi Andy,
>
> I wonder which aircraft Phil is learning on, then?
>
> I wasn't sure which stage Phil is up to, as I wasn't sure whether he
> actually meant "night", or "evening".
>
> I can't fly at all, in real life, so I'm naturally in awe of Phil's
> experiences to date, and would love to hear more about them, the same as we
> are hearing from a few other blokes here who are currently undertaking
> flying training.
>
> Not being pedantic at all, mate, I just try to learn as much as possible
> here on this news group, so whenever a question strikes me, I simply ask it.
> :-)
>
> I reckon there are hundreds of blokes here who would love to learn more
> from Phil, and about his experiences so far...
>
> Regards,
> John Ward"Andy Hawkins" > wrote in message
>
> ...
>
>
>
> > Hi,
>
> > In article >,
> > John > wrote:
> >> If you don't mind me asking, what happens with braking?
>
> > If memory serves, his aircraft doesn't have toe brakes.
>
> > Andy- Hide quoted text -
>
> - Show quoted text -

Hi Folks,

I am training in a Flight Design CT, which uses a brake lever between
the seats. I have heard that there are amputees flying airplanes with
toe brakes. I would guess that they turn their feet sideways to
operate both at the same time. Personally, I don't know how anyone
could make that work.

I am up to about 14 hours now in my training. I haven't soloed yet,
but my instructor is saying I am getting close. I am working mostly
on landings these days. I can manage to make a good one some of the
time, but I am not consistent with it yet. With the CT at my school,
people are averaging around 20 hours before they solo.

I have had some trouble getting the hang of steering with the rudder
pedals on the ground. I can't switch from one side to the other as
fast as someone with two legs could. I watched a Cub land the other
day, and I noticed the rudder flapping back and forth like the tail of
a fish. I doubt I could handle one of those. But I have managed to
control the CT fairly well. I have done a certain amount of slaloming
as I have worked to get the hang of it. Like anything else for a new
student, I tend to over-control. I am trying to learn to finesse it
so I don't have to switch back and forth as much.

In the air, my biggest problem was over-using the rudder on approach.
I had it in my head that I had to line up with the runway using both
stick and rudder, and so I was dumping in rudder inputs and stick
inputs and wallowing around like a wounded guppy. I think my rudder
inputs were fighting my stick inputs, and vice versa. My instructor
described my stick work on approach as "churning butter", which was a
pretty apt description. One day my instructor told me I really didn't
need to use the rudder on approach. Next time I tried an approach, I
kept my foot on the floor and like magic the airplane was able to fly
much more smoothly without all my help. So ironically the biggest
problem I have had with using the rudder has been using it too much.
But I was overly focused on it because as an amputee I was worried
that it would be a problem for me.

I have done a little work on cross-wind landings and slips, but I am
just not at the point in my training where I am ready to do a lot of
it yet. But I don't anticipate that it will be a problem. I have had
to get on the rudder pretty quickly at times to line up at touch-down,
and I am getting a feel for it. The CT is a good airplane to train in
if you want to develop good rudder control. It is short-coupled, and
my understanding is it does require more rudder input than most
trainers. And so far in my experience it seems to be a pretty
forgiving airplane. I have certainly ham-fisted it around, and it has
put up with me like an old patient horse with an inexperienced rider.
If I could, I would give it a nice carrot to munch on.

Phil

[Morgans[_2_]]

"Phil" > wrote

> The CT is a good airplane to train in
> if you want to develop good rudder control. It is short-coupled, and
> my understanding is it does require more rudder input than most
> trainers. And so far in my experience it seems to be a pretty
> forgiving airplane. I have certainly ham-fisted it around, and it has
> put up with me like an old patient horse with an inexperienced rider.
> If I could, I would give it a nice carrot to munch on.

Some high octane fuel and a nice oil change would be more appropriate, I'll
bet!
--
Jim in NC

[Crash Lander[_1_]]

"Ed M." > wrote in message
et...
>So in my log, I have one more landing than takeoffs.......:-) I hope it
>stays that way......... Ed

You don't fill in your own log book?
Besides, take off and landing counts are not included in a standard log
book.
I keep my own record on my computer of landings and take offs etc. Also how
much money I've spent in total on my flying and related items. My wife
cringes everytime she sees that figure! lol!
Crash Lander
--
Straight and Level Down Under.
http://www.straightandleveldownunder.net/

[Vaughn Simon]

"Crash Lander" > wrote in message
...

> Besides, take off and landing counts are not included in a standard log book.

They are in mine. Well, landings are anyhow. (Your take offs & landings
should equal out over time.)

Vaughn

[[email protected]]

On Sep 21, 11:45 am, wrote:

> APT for levelling off after a climb, PAT (power-altitude-trim) when
> levelling off after a descent.
>
> Dan

Got a word wrong. Should be "Attitude-power-trim," not
"altitude-power-trim." Get the attitude, wait for the speed, set the
power to hold that speed while maintaining that attitude with elevator
pressure, then set trim to eliminate the pressure.

Dan

[John Ward[_3_]]

Hi Andy,

Strewth, you're not having much luck with the weather, and other things,
mate!

What's the Human Performance exam concerned with?

Regards,
John Ward
"Andy Hawkins" > wrote in message
...
> Hi,
>
> In article >,
> John > wrote:
>> I wonder which aircraft Phil is learning on, then?
>
> I *think* it's one of the more sophisticated (i.e. 3 axis) microlights?
>
>> I wasn't sure which stage Phil is up to, as I wasn't sure whether he
>> actually meant "night", or "evening".
>
> Fairly sure he's just doing his initial PPL.
>
>> I can't fly at all, in real life, so I'm naturally in awe of Phil's
>> experiences to date, and would love to hear more about them, the same as
>> we
>> are hearing from a few other blokes here who are currently undertaking
>> flying training.
>
> As am I. If you're bored then take a look at my blog of my experiences
> thus
> far:
>
> http://adhawkins.wordpress.com
>
> Any comments welcome!
>
>> Not being pedantic at all, mate, I just try to learn as much as
>> possible
>> here on this news group, so whenever a question strikes me, I simply ask
>> it.
>>:-)
>
> That's what it's here for. Stupid questions are allowed. It's people that
> think they know all the answers when they don't that aren't!
>
>> I reckon there are hundreds of blokes here who would love to learn
>> more
>> from Phil, and about his experiences so far...
>
> I'm sure you're correct. That's why everyone is here I'm sure.
>
> Andy

[John Ward[_3_]]

Hi Phil,

Is this the one, mate?

http://www.flightdesignusa.com/

Regards,
John Ward
"Phil" > wrote in message
ps.com...
> On Sep 21, 5:41 am, "John Ward" > wrote:
>> Hi Andy,
>>
>> I wonder which aircraft Phil is learning on, then?
>>
>> I wasn't sure which stage Phil is up to, as I wasn't sure whether he
>> actually meant "night", or "evening".
>>
>> I can't fly at all, in real life, so I'm naturally in awe of Phil's
>> experiences to date, and would love to hear more about them, the same as
>> we
>> are hearing from a few other blokes here who are currently undertaking
>> flying training.
>>
>> Not being pedantic at all, mate, I just try to learn as much as
>> possible
>> here on this news group, so whenever a question strikes me, I simply ask
>> it.
>> :-)
>>
>> I reckon there are hundreds of blokes here who would love to learn
>> more
>> from Phil, and about his experiences so far...
>>
>> Regards,
>> John Ward"Andy Hawkins" > wrote in message
>>
>> ...
>>
>>
>>
>> > Hi,
>>
>> > In article >,
>> > John > wrote:
>> >> If you don't mind me asking, what happens with braking?
>>
>> > If memory serves, his aircraft doesn't have toe brakes.
>>
>> > Andy- Hide quoted text -
>>
>> - Show quoted text -
>
> Hi Folks,
>
> I am training in a Flight Design CT, which uses a brake lever between
> the seats. I have heard that there are amputees flying airplanes with
> toe brakes. I would guess that they turn their feet sideways to
> operate both at the same time. Personally, I don't know how anyone
> could make that work.
>
> I am up to about 14 hours now in my training. I haven't soloed yet,
> but my instructor is saying I am getting close. I am working mostly
> on landings these days. I can manage to make a good one some of the
> time, but I am not consistent with it yet. With the CT at my school,
> people are averaging around 20 hours before they solo.
>
> I have had some trouble getting the hang of steering with the rudder
> pedals on the ground. I can't switch from one side to the other as
> fast as someone with two legs could. I watched a Cub land the other
> day, and I noticed the rudder flapping back and forth like the tail of
> a fish. I doubt I could handle one of those. But I have managed to
> control the CT fairly well. I have done a certain amount of slaloming
> as I have worked to get the hang of it. Like anything else for a new
> student, I tend to over-control. I am trying to learn to finesse it
> so I don't have to switch back and forth as much.
>
> In the air, my biggest problem was over-using the rudder on approach.
> I had it in my head that I had to line up with the runway using both
> stick and rudder, and so I was dumping in rudder inputs and stick
> inputs and wallowing around like a wounded guppy. I think my rudder
> inputs were fighting my stick inputs, and vice versa. My instructor
> described my stick work on approach as "churning butter", which was a
> pretty apt description. One day my instructor told me I really didn't
> need to use the rudder on approach. Next time I tried an approach, I
> kept my foot on the floor and like magic the airplane was able to fly
> much more smoothly without all my help. So ironically the biggest
> problem I have had with using the rudder has been using it too much.
> But I was overly focused on it because as an amputee I was worried
> that it would be a problem for me.
>
> I have done a little work on cross-wind landings and slips, but I am
> just not at the point in my training where I am ready to do a lot of
> it yet. But I don't anticipate that it will be a problem. I have had
> to get on the rudder pretty quickly at times to line up at touch-down,
> and I am getting a feel for it. The CT is a good airplane to train in
> if you want to develop good rudder control. It is short-coupled, and
> my understanding is it does require more rudder input than most
> trainers. And so far in my experience it seems to be a pretty
> forgiving airplane. I have certainly ham-fisted it around, and it has
> put up with me like an old patient horse with an inexperienced rider.
> If I could, I would give it a nice carrot to munch on.
>
> Phil
>

[Phil]

On Sep 22, 5:18 am, "John Ward" > wrote:
> Hi Phil,
>
> Is this the one, mate?
>
> http://www.flightdesignusa.com/
>
> Regards,
> John Ward

That's it. It's a very nice Light Sport airplane. Nice wide cabin,
lots of baggage capacity, lots of useful load, and decent cruise
speed. I am looking forward to doing my cross countries in it.

Phil

[John Ward[_3_]]

Hi Phil,

Looks like a beauty, mate - any idea what they cost?

Regards,
John Ward
"Phil" > wrote in message
ps.com...
> On Sep 22, 5:18 am, "John Ward" > wrote:
>> Hi Phil,
>>
>> Is this the one, mate?
>>
>> http://www.flightdesignusa.com/
>>
>> Regards,
>> John Ward
>
> That's it. It's a very nice Light Sport airplane. Nice wide cabin,
> lots of baggage capacity, lots of useful load, and decent cruise
> speed. I am looking forward to doing my cross countries in it.
>
> Phil
>

[Andy Hawkins]

Hi,

In article >,
John > wrote:
> Strewth, you're not having much luck with the weather, and other things,
> mate!

That's the UK for you! And I'm considering a change of school to get around
the problems with instructor availability.

> What's the Human Performance exam concerned with?

Recognising the body's limits, and any potential causes for errors due to
optical illusions, confusing physical sensations and the like. It's a bit
'woolly' to be honest, but I got 95% in it so I'm happy!

Andy

[John Ward[_3_]]

Hi Andy,

That change of school might be the way to go, mate - you're the one
who's paying, and who has a time-frame/schedule-of-costs, in mind.

They instruct, regardless......

Regards,
John Ward
"Andy Hawkins" > wrote in message
...
> Hi,
>
> In article >,
> John > wrote:
>> Strewth, you're not having much luck with the weather, and other
>> things,
>> mate!
>
> That's the UK for you! And I'm considering a change of school to get
> around
> the problems with instructor availability.
>
>> What's the Human Performance exam concerned with?
>
> Recognising the body's limits, and any potential causes for errors due to
> optical illusions, confusing physical sensations and the like. It's a bit
> 'woolly' to be honest, but I got 95% in it so I'm happy!
>
> Andy

[Phil]

On Sep 22, 7:39 pm, "John Ward" > wrote:
> Hi Phil,
>
> Looks like a beauty, mate - any idea what they cost?
>
> Regards,
> John Ward

John,

They sell in the neighborhood of $100,000, depending on optional
features. BTW, unlike some other LSAs the ballistic chute is not an
extra option on this aircraft. It is included in the base price.

Phil

[Dallas]

On Fri, 21 Sep 2007 12:40:07 GMT, Andy Hawkins wrote:

> take a look at my blog of my experiences thus far:
> http://adhawkins.wordpress.com

Hey Andy, I've got a question for ya... you said:

"Annoyingly it was one of the ones I thought I had answered correctly! It
was a question regarding how you would approach a runway that was narrower
than you were expecting."

I'm in flight school here in the States and that question/topic has never
come up. I would have no idea how to answer that question other to say you
should know exactly how wide the runway before you land on it and make sure
you land on the centerline.

So, what was the answer?


--
Dallas

[[email protected]]

On Sep 23, 3:00 pm, Dallas > wrote:
> On Fri, 21 Sep 2007 12:40:07 GMT, Andy Hawkins wrote:
> > take a look at my blog of my experiences thus far:
> >http://adhawkins.wordpress.com
>
> Hey Andy, I've got a question for ya... you said:
>
> "Annoyingly it was one of the ones I thought I had answered correctly! It
> was a question regarding how you would approach a runway that was narrower
> than you were expecting."
>
> I'm in flight school here in the States and that question/topic has never
> come up. I would have no idea how to answer that question other to say you
> should know exactly how wide the runway before you land on it and make sure
> you land on the centerline.
>
> So, what was the answer?
>
> --
> Dallas

A skinny runway introduces illusions. It can appear to be
longer than you're used to, and you'll tend to approach higher and
maybe faster. We see it all the time here, with students who train on
200-foot-wide runways, then go on cross-countries to our 75' wide
strip. They get awfully close to the end of the runway in the rollout,
after touching down way too late and too fast. They leave lots of tire
tread on the pavement.

Dan

[Dallas]

On Sun, 23 Sep 2007 16:28:00 -0700, wrote:

> A skinny runway introduces illusions. It can appear to be
> longer than you're used to, and you'll tend to approach higher and
> maybe faster.

Ah, yes... I do recall that subject under Human Factors now, especially
with reference to night flying. It's not something found in the FAA's
tests, but then we don't have to take 5 tests like you do.

--
Dallas

[Andy Hawkins]

Hi,

In article >,
John > wrote:
> That change of school might be the way to go, mate - you're the one
> who's paying, and who has a time-frame/schedule-of-costs, in mind.
>
> They instruct, regardless......

Yeah, I know. I like the idea of a 'small' school. I'm the kind of person
that likes to really immerse themselves in the whole atmosphere when I
decide to do something.

Also (obviously) I liked the idea of saving 50% of the cost of most flying
schools!

I reckon it's gonna cost me an extra £2000 or so to go to this new school
(their rates are £43 an hour more, but the also charge Brakes on to Brakes
off rather than tacho), but if I don't then it's easily going to be the
middle of next year before I get towards the end of my PPL. When I first
started I had dreams of finishing by now!

Was supposed to have a lesson with the new school yesterday, but got
weathered off, so now trying to do it next Saturday. They're also about to
upgrade their fleet to Diamon DA40s, which looks like a nice plane!

Andy

[Andy Hawkins]

Hi,

In article >,
> wrote:
> "Annoyingly it was one of the ones I thought I had answered correctly! It
> was a question regarding how you would approach a runway that was narrower
> than you were expecting."
>
> I'm in flight school here in the States and that question/topic has never
> come up. I would have no idea how to answer that question other to say you
> should know exactly how wide the runway before you land on it and make sure
> you land on the centerline.

Ok. I think I worded that wrong in terms of the question. The question is
more like:

'When landing at a runway that is narrower than originally expected, the
pilot may:

A Make a higher than normal approach and overshoot the threshold
B Make a higher than normal approach and undershoot the threshold
C Make a lower than normal approach and undershoot the threshold
D Make a lower than normal approach and overshoot the threshold

The correct answer (I think!) is 'C'. Because the runway is narrower than
you're expecting, you'll try to get closer to it to make the 'picture' look
the same.

Does that explain better what I was trying to explain in my blog? :)

Andy

[Dallas]

On Mon, 24 Sep 2007 13:02:01 GMT, Andy Hawkins wrote:

> 'When landing at a runway that is narrower than originally expected, the
> pilot may:

That's better. I was going to ask you if that's the exact way they worded
the question.

Your first version:
"How you would approach a runway that was narrower than you were
expecting?"

My answer: Exactly the same way you would a wide runway.

As for your answer "C", that is the correct answer.

http://www.4vfr.com/?goto=view_article&section=articles&article_key=148

That is not an FAA written test bank question, I just checked.

--
Dallas

[John Ward[_3_]]

Hi Andy,

Good luck with the weather, mate! :-))

Are the Diamonds more expensive to rent than the Cessnas?

Regards,
John Ward
"Andy Hawkins" > wrote in message
...
> Hi,
>
> In article >,
> John > wrote:
>> That change of school might be the way to go, mate - you're the one
>> who's paying, and who has a time-frame/schedule-of-costs, in mind.
>>
>> They instruct, regardless......
>
> Yeah, I know. I like the idea of a 'small' school. I'm the kind of person
> that likes to really immerse themselves in the whole atmosphere when I
> decide to do something.
>
> Also (obviously) I liked the idea of saving 50% of the cost of most flying
> schools!
>
> I reckon it's gonna cost me an extra £2000 or so to go to this new school
> (their rates are £43 an hour more, but the also charge Brakes on to Brakes
> off rather than tacho), but if I don't then it's easily going to be the
> middle of next year before I get towards the end of my PPL. When I first
> started I had dreams of finishing by now!
>
> Was supposed to have a lesson with the new school yesterday, but got
> weathered off, so now trying to do it next Saturday. They're also about to
> upgrade their fleet to Diamon DA40s, which looks like a nice plane!
>
> Andy

[John Ward[_3_]]

Hi Phil,

I suppose it would be the Instructor who would deploy the 'chute, rather
than the student, if it ever came to it?

Are you given any instructions about it?

Regards,
John Ward
"Phil" > wrote in message
ps.com...
> On Sep 22, 7:39 pm, "John Ward" > wrote:
>> Hi Phil,
>>
>> Looks like a beauty, mate - any idea what they cost?
>>
>> Regards,
>> John Ward
>
> John,
>
> They sell in the neighborhood of $100,000, depending on optional
> features. BTW, unlike some other LSAs the ballistic chute is not an
> extra option on this aircraft. It is included in the base price.
>
> Phil
>

[Andy Hawkins]

Hi,

In article >,
John > wrote:
> Good luck with the weather, mate! :-))

Hmm, failed to fly on Sunday because of it!

> Are the Diamonds more expensive to rent than the Cessnas?

I've currently been learning in a Warrior (PA-28-161). The new school has
Cherokee 180s, and the new Diamonds are coming on stream soon. They're about
UKP 7 more expensive an hour.

Andy

[Andy Hawkins]

Hi,

In article >,
> wrote:
> On Mon, 24 Sep 2007 13:02:01 GMT, Andy Hawkins wrote:
>
>> 'When landing at a runway that is narrower than originally expected, the
>> pilot may:
>
> That's better. I was going to ask you if that's the exact way they worded
> the question.

:)

>
> Your first version:
> "How you would approach a runway that was narrower than you were
> expecting?"
>
> My answer: Exactly the same way you would a wide runway.

Yep. Badly worded in my blog. So sue me ;)

> As for your answer "C", that is the correct answer.
>
> http://www.4vfr.com/?goto=view_article&section=articles&article_key=148
>
> That is not an FAA written test bank question, I just checked.

I'm doing my PPL in the UK, so it's a JAA PPL.

Andy

[Phil]

On Sep 25, 1:01 am, "John Ward" > wrote:
> Hi Phil,
>
> I suppose it would be the Instructor who would deploy the 'chute, rather
> than the student, if it ever came to it?
>
> Are you given any instructions about it?
>
> Regards,
> John Ward

John,

No, I haven't received any special instructions about deploying the
chute. The handle is between the seats, and there is a checklist item
to remove the safety pin, but we just leave the pin out all the time
anyway. It takes a 30-pound pull to deploy the chute, so it is pretty
unlikely that we would accidentally deploy it. Unless the instructor
was incapacitated, I would defer to him to deploy it.

Phil

[Gig 601XL Builder]

Phil wrote:

>
> John,
>
> No, I haven't received any special instructions about deploying the
> chute. The handle is between the seats, and there is a checklist item
> to remove the safety pin, but we just leave the pin out all the time
> anyway. It takes a 30-pound pull to deploy the chute, so it is pretty
> unlikely that we would accidentally deploy it. Unless the instructor
> was incapacitated, I would defer to him to deploy it.
>
> Phil

Not really on point but an interesting look at BRS.

http://www.youtube.com/watch?v=b1PX7G0u0yI

[Jim Stewart]

Phil wrote:
> On Sep 25, 1:01 am, "John Ward" > wrote:
>> Hi Phil,
>>
>> I suppose it would be the Instructor who would deploy the 'chute, rather
>> than the student, if it ever came to it?
>>
>> Are you given any instructions about it?
>>
>> Regards,
>> John Ward
>
> John,
>
> No, I haven't received any special instructions about deploying the
> chute.


If possible, fly the plane towards
the most hospitable landing area
keeping in mind wind conditions.

Secure the engine (ignition off and
fuel valve off).

The handle is between the seats, and there is a checklist item
> to remove the safety pin, but we just leave the pin out all the time
> anyway. It takes a 30-pound pull to deploy the chute, so it is pretty
> unlikely that we would accidentally deploy it. Unless the instructor
> was incapacitated, I would defer to him to deploy it.

You'll get a real thrill the first time
your safety harness gets wrapped around
the handle and you give it a tug. I know
I did (:

[Phil]

On Sep 25, 3:14 pm, Jim Stewart > wrote:
> Phil wrote:
> > On Sep 25, 1:01 am, "John Ward" > wrote:
> >> Hi Phil,
>
> >> I suppose it would be the Instructor who would deploy the 'chute, rather
> >> than the student, if it ever came to it?
>
> >> Are you given any instructions about it?
>
> >> Regards,
> >> John Ward
>
> > John,
>
> > No, I haven't received any special instructions about deploying the
> > chute.
>
> If possible, fly the plane towards
> the most hospitable landing area
> keeping in mind wind conditions.
>
> Secure the engine (ignition off and
> fuel valve off).
>
> The handle is between the seats, and there is a checklist item
>
> > to remove the safety pin, but we just leave the pin out all the time
> > anyway. It takes a 30-pound pull to deploy the chute, so it is pretty
> > unlikely that we would accidentally deploy it. Unless the instructor
> > was incapacitated, I would defer to him to deploy it.
>
> You'll get a real thrill the first time
> your safety harness gets wrapped around
> the handle and you give it a tug. I know
> I did (:- Hide quoted text -
>
> - Show quoted text -

Yeah, I've thought about that. But I figure 30 pounds is pretty close
to what a bag of water softener salt weighs. I've lifted one of
those, but never accidentally. :-)

[Phil]

On Sep 25, 2:55 pm, "Gig 601XL Builder" <wrDOTgiaconaATsuddenlink.net>
wrote:
> Phil wrote:
>
> > John,
>
> > No, I haven't received any special instructions about deploying the
> > chute. The handle is between the seats, and there is a checklist item
> > to remove the safety pin, but we just leave the pin out all the time
> > anyway. It takes a 30-pound pull to deploy the chute, so it is pretty
> > unlikely that we would accidentally deploy it. Unless the instructor
> > was incapacitated, I would defer to him to deploy it.
>
> > Phil
>
> Not really on point but an interesting look at BRS.
>
> http://www.youtube.com/watch?v=b1PX7G0u0yI

Horrible. I hope the pilot wasn't hurt too badly.

[Mike Isaksen]

"Gig 601XL Builder" ...
> Not really on point but an interesting look at BRS.
>
> http://www.youtube.com/watch?v=b1PX7G0u0yI

That was bad, here's a good outcome of what I think is a plane hitting a tow
line:

http://www.youtube.com/watch?v=v_JAg1ZedGo