Various flying and training questions (small aircraft)

What aspects of slow-speed or minimum-speed flight should I practice?

I've managed to fly for indefinite periods at just above stall speed, straight
and level and in standard-rate turns, holding altitude steady. I've managed
to do this both with full flaps and no flaps, gear extended and retracted.
What things should I try at these low speeds? The aircraft (Baron 58, in this
case) seems very unstable at low speeds.

I've read that maintaining altitude via the VSI is a bad idea, and that it
leads to "chasing the VSI." I almost never look at the VSI unless I
absolutely need a specific rate of climb or descent. Usually I just watch the
altimeter instead; when it starts to move, I adjust to compensate. Is this a
good or bad idea when trying to hold altitude? What about for climbs and
descents? Apart from an ILS approach, why would I need to care about a
specific rate of descent, especially if I have visual indicators on the runway
telling me whether or not I'm on the glide path?

I've heard that being below the glide slope is a bad thing that examiners
don't like. But if you are far enough out, you're always below the glide
slope. At what distance from the airport (or in what configuration) am I
expected to stay on or above the glide slope? And does being above the glide
slope count strongly against me?

If I am flying by hand, how well should I be able to hold altitude in level
flight? I'm not talking about regulatory restrictions, I'm talking about how
well a decent pilot should be able to do this. Within 100 feet? Fifty feet?
Five feet? And I mean without trimming first. What about when making a turn?

How steeply should I be able to turn coordinated and without losing altitude?
I can do standard turns well enough, but how much steeper do I have to go?

--
Transpose mxsmanic and gmail to reach me by e-mail.

"Mxsmanic" wrote in message
...
What aspects of slow-speed or minimum-speed flight should I practice?

I've managed to fly for indefinite periods at just above stall speed,
straight
and level and in standard-rate turns, holding altitude steady. I've
managed
to do this both with full flaps and no flaps, gear extended and retracted.
What things should I try at these low speeds? The aircraft (Baron 58, in
this
case) seems very unstable at low speeds.

I've read that maintaining altitude via the VSI is a bad idea, and that it
leads to "chasing the VSI." I almost never look at the VSI unless I
absolutely need a specific rate of climb or descent. Usually I just watch
the
altimeter instead; when it starts to move, I adjust to compensate. Is
this a
good or bad idea when trying to hold altitude? What about for climbs and
descents? Apart from an ILS approach, why would I need to care about a
specific rate of descent, especially if I have visual indicators on the
runway
telling me whether or not I'm on the glide path?

I've heard that being below the glide slope is a bad thing that examiners
don't like. But if you are far enough out, you're always below the glide
slope. At what distance from the airport (or in what configuration) am I
expected to stay on or above the glide slope? And does being above the
glide
slope count strongly against me?

If I am flying by hand, how well should I be able to hold altitude in
level
flight? I'm not talking about regulatory restrictions, I'm talking about
how
well a decent pilot should be able to do this. Within 100 feet? Fifty
feet?
Five feet? And I mean without trimming first. What about when making a
turn?

How steeply should I be able to turn coordinated and without losing
altitude?
I can do standard turns well enough, but how much steeper do I have to go?

--


BLAH BLAH BLAH.

Hope this helps.

--------------------------------------------
DW

"Mxsmanic" wrote in message
...
What aspects of slow-speed or minimum-speed flight should I practice?


Same as normal flight, climbs, descents, turns, straight and level.

The aircraft (Baron 58, in
this
case) seems very unstable at low speeds.

Welcome to reduced slipstream and being behind the power curve.

Is
this a
good or bad idea when trying to hold altitude? What about for climbs and
descents?

Good, unless you happen to have an instantaneous VSI.


Apart from an ILS approach, why would I need to care about a
specific rate of descent, especially if I have visual indicators on the
runway
telling me whether or not I'm on the glide path?

VFR? Doesn't matter, as long as you don't fly below the slope.


I've heard that being below the glide slope is a bad thing that examiners
don't like.

Your landing gear and the trees on approach will have nasty things to
say to you, too.

At what distance from the airport (or in what configuration) am I
expected to stay on or above the glide slope? And does being above the
glide
slope count strongly against me?

When you make the final descent to landing. And typically no, as most
slope indications are set for 3*, while a more normal GA approach is
something like 4*. As long as you make the runway touchdown point, it
doesn't matter if you flew the approach upside down.

If I am flying by hand, how well should I be able to hold altitude in
level
flight?

Better than you can right now. It's always up for improvement.

how
well a decent pilot should be able to do this.
And I mean without trimming first. What about when making a
turn?

Nonsensical, since a decent pilot would already be trimming by the time
he reached his intended altitude (starting at the level-off height).

A decent pilot can hold +/- 50 foot.
A good pilot can hold +/- 20 foot.
A superb pilot won't even let you know the plane changed altitude.

Same tolerances in a turn.

How steeply should I be able to turn coordinated and without losing
altitude?

A matter of math, since you have to figure the maximum coefficient of
lift necessary to determine the absolute max bank angle the wing is
capable of.

However, you should try for coordination in ALL turns, regardless of bank.

I can do standard turns well enough, but how much steeper do I have to go?

Steep turns are those up to 60*. Keep trying.

And stop crossposting.

TheSmokingGnu

"Darkwing" theducksmail"AT"yahoo.com wrote

BLAH BLAH BLAH.

Hope this helps.

Thanks. Until you responded and quoted the entire post, I did not see it.

Thanks for nothing.
--
Jim in NC

Hey, don't feed him.

Mxsmanic wrote:
What aspects of slow-speed or minimum-speed flight should I practice?

I've managed to fly for indefinite periods at just above stall speed, straight
and level and in standard-rate turns, holding altitude steady. I've managed
to do this both with full flaps and no flaps, gear extended and retracted.
What things should I try at these low speeds? The aircraft (Baron 58, in this
case) seems very unstable at low speeds.

In slow flight, you should limit your bank angle to 10 deg. Practice
left and right 90 degree turns, hold altitude within 20 feet. Keep
the ball centered at all times.

If I am flying by hand, how well should I be able to hold altitude in level
flight? I'm not talking about regulatory restrictions, I'm talking about how
well a decent pilot should be able to do this. Within 100 feet? Fifty feet?
Five feet? And I mean without trimming first. What about when making a turn?

How steeply should I be able to turn coordinated and without losing altitude?
I can do standard turns well enough, but how much steeper do I have to go?

First, do alternating left and right 360 turns at 45 degree bank
without losing or gaining more than 100 feet. Roll out precisely on
your original heading. Then practice until you can do +/- 50 feet.

writes:

In slow flight, you should limit your bank angle to 10 deg. Practice
left and right 90 degree turns, hold altitude within 20 feet. Keep
the ball centered at all times.

OK.

Oddly enough, the aircraft seems to enter a coordinated turn more easily at
slow speed, or maybe I'm just imagining it.

First, do alternating left and right 360 turns at 45 degree bank
without losing or gaining more than 100 feet. Roll out precisely on
your original heading. Then practice until you can do +/- 50 feet.

OK, I will try that, probably high above the beach at La Jolla.

--
Transpose mxsmanic and gmail to reach me by e-mail.