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#11
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Lesson #2...
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 |
#12
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Lesson #2...
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 |
#13
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Lesson #2...
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 |
#14
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Lesson #2...
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 |
#15
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Lesson #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 |
#16
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Lesson #2...
"Ed M." wrote in message
news 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/ |
#17
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Lesson #2...
"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 |
#18
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Lesson #2...
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 |
#19
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Lesson #2...
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 |
#20
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Lesson #2...
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 |
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