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Dudley Henriques wrote in
: Roger wrote: On Wed, 12 Mar 2008 10:52:38 -0800, Jim Stewart wrote: Ken S. Tucker wrote: On Mar 12, 3:39 am, Dan wrote: On Mar 12, 2:18 am, "Ken S. Tucker" wrote: -- IGNORE BELOW -- Depends on the A/C, what were you flying? In an F-4 doing a 3-4g bank is easy, but in a trainer I'd suggest 2g max. Ken -- IGNORE ABOVE --- Assuming you're not flying an F-4 in a sim, we'll move on to reality.... This fear is (correctly) pounded into every aspiring/training pilot -- don't cross control stall on turn to final! A pilot is trained to do 2g coordinated turns, even in twink flying, gee I wonder why. It's a perfectly safe thing to do and IIRC was Perfectly safe if not close to the ground and the pilot is proficient ant not just current. a requirement for a pilot's license. Are you just making this stuff up as you go along? The Practical Test Standard requires the demonstration of a steep turn at 45 degree bank and a safe or recommended airspeed. That's as steep and high g as it gets and it's not going to be 2g in my plane. 2Gg turns are fun nor are they hazardous when not done close to the ground. When I took Bo specific training the instructor started talking me into a steep turn. I asked if it was OK to just roll into it and go. I He said "OK", so I just rolled left and pulled. Coming up on the proper heading he said now lets do one the other direction where by I rolled to the right and pulled. This brought a laughing comment, "You really like to do these things don't you?" My puzzled "sure", brought the explanation that most of the Bo pilots would only grudgingly do 45 degrees let alone 60. You should have heard them complain when told the instructors would be blocking the yokes so they couldn't use the ailerons when doing stalls.:-)) I've found few of newer pilots and instructors like 2G at 60 degrees or the stalling characteristics of the Deb so when I go out to practice it's only the "old timers" who go along. When I took the PTS it was 60 degrees and 2Gs. By not going to 60 degrees in steep turns the students miss out on the different banking tendencies/characteristics. I often think it should be put back to that. There have been moments where I've been glad they did things that way back then. One such moment was when a ultra light flying far later than allowed popped out of the dark directly in front of me when I was no more than a couple hundred yards (if that) from the end of the runway. Another was on the VOR approach to MtPleasant where you fly directly over the runway at 500 feet to the VOR to go missed on 27. When the instructor's voice went up an octave and he said and I quote..."What that...Oh, ****! Pull UP, Pull UP! I went full power, stood the Deb on end and did a push over to level off that left things floating. He never would tell me how close we came but from his actions I'd say probably no more than a few feet. BTW I did all of that under the hood. I mentioned to the CFI that I figured had it been really close he'd have taken over. He said he figured that I knew the limits of the plane and would react quicker than he could even if he could see. He was right though, The urgency (I couldeven feel him tense sitting next to me) told me that this should be a maximum effort and not just a climb. Made me glad I use 120 for approaches instead of 80 or 90 too:-)) Neither of these were things covered in primary training or the PTS. They took a lot of time and practice getting to know the limits of the Deb. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com I agree. I had to do 60 degree banked turns for my Private as well. Sheesh. I can't remember what I had to do . I do remember spins, some hood time and an engine failure on takeoff. I also remember filing and putting in a cruising altitude of say, 3500 and then being so afraid to deviate from it I flew underneat an overcast at that alt with my fin in the clouds.. Bertie |
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Bertie the Bunyip wrote:
Dudley Henriques wrote in : Roger wrote: On Wed, 12 Mar 2008 10:52:38 -0800, Jim Stewart wrote: Ken S. Tucker wrote: On Mar 12, 3:39 am, Dan wrote: On Mar 12, 2:18 am, "Ken S. Tucker" wrote: -- IGNORE BELOW -- Depends on the A/C, what were you flying? In an F-4 doing a 3-4g bank is easy, but in a trainer I'd suggest 2g max. Ken -- IGNORE ABOVE --- Assuming you're not flying an F-4 in a sim, we'll move on to reality.... This fear is (correctly) pounded into every aspiring/training pilot -- don't cross control stall on turn to final! A pilot is trained to do 2g coordinated turns, even in twink flying, gee I wonder why. It's a perfectly safe thing to do and IIRC was Perfectly safe if not close to the ground and the pilot is proficient ant not just current. a requirement for a pilot's license. Are you just making this stuff up as you go along? The Practical Test Standard requires the demonstration of a steep turn at 45 degree bank and a safe or recommended airspeed. That's as steep and high g as it gets and it's not going to be 2g in my plane. 2Gg turns are fun nor are they hazardous when not done close to the ground. When I took Bo specific training the instructor started talking me into a steep turn. I asked if it was OK to just roll into it and go. I He said "OK", so I just rolled left and pulled. Coming up on the proper heading he said now lets do one the other direction where by I rolled to the right and pulled. This brought a laughing comment, "You really like to do these things don't you?" My puzzled "sure", brought the explanation that most of the Bo pilots would only grudgingly do 45 degrees let alone 60. You should have heard them complain when told the instructors would be blocking the yokes so they couldn't use the ailerons when doing stalls.:-)) I've found few of newer pilots and instructors like 2G at 60 degrees or the stalling characteristics of the Deb so when I go out to practice it's only the "old timers" who go along. When I took the PTS it was 60 degrees and 2Gs. By not going to 60 degrees in steep turns the students miss out on the different banking tendencies/characteristics. I often think it should be put back to that. There have been moments where I've been glad they did things that way back then. One such moment was when a ultra light flying far later than allowed popped out of the dark directly in front of me when I was no more than a couple hundred yards (if that) from the end of the runway. Another was on the VOR approach to MtPleasant where you fly directly over the runway at 500 feet to the VOR to go missed on 27. When the instructor's voice went up an octave and he said and I quote..."What that...Oh, ****! Pull UP, Pull UP! I went full power, stood the Deb on end and did a push over to level off that left things floating. He never would tell me how close we came but from his actions I'd say probably no more than a few feet. BTW I did all of that under the hood. I mentioned to the CFI that I figured had it been really close he'd have taken over. He said he figured that I knew the limits of the plane and would react quicker than he could even if he could see. He was right though, The urgency (I couldeven feel him tense sitting next to me) told me that this should be a maximum effort and not just a climb. Made me glad I use 120 for approaches instead of 80 or 90 too:-)) Neither of these were things covered in primary training or the PTS. They took a lot of time and practice getting to know the limits of the Deb. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com I agree. I had to do 60 degree banked turns for my Private as well. Sheesh. I can't remember what I had to do . I do remember spins, some hood time and an engine failure on takeoff. I also remember filing and putting in a cruising altitude of say, 3500 and then being so afraid to deviate from it I flew underneat an overcast at that alt with my fin in the clouds.. Bertie A lot has changed since those days. If I remember right, the requirement was for a 60 degree banked turn in both directions entering one from the other within an altitude parameter either way of 50 feet. Just racking my memory here but that sounds close.....and this was for the PRIVATE!! :-)) -- Dudley Henriques |
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Dudley Henriques wrote in
: Bertie the Bunyip wrote: Dudley Henriques wrote in : Roger wrote: On Wed, 12 Mar 2008 10:52:38 -0800, Jim Stewart wrote: Ken S. Tucker wrote: On Mar 12, 3:39 am, Dan wrote: On Mar 12, 2:18 am, "Ken S. Tucker" wrote: -- IGNORE BELOW -- Depends on the A/C, what were you flying? In an F-4 doing a 3-4g bank is easy, but in a trainer I'd suggest 2g max. Ken -- IGNORE ABOVE --- Assuming you're not flying an F-4 in a sim, we'll move on to reality.... This fear is (correctly) pounded into every aspiring/training pilot -- don't cross control stall on turn to final! A pilot is trained to do 2g coordinated turns, even in twink flying, gee I wonder why. It's a perfectly safe thing to do and IIRC was Perfectly safe if not close to the ground and the pilot is proficient ant not just current. a requirement for a pilot's license. Are you just making this stuff up as you go along? The Practical Test Standard requires the demonstration of a steep turn at 45 degree bank and a safe or recommended airspeed. That's as steep and high g as it gets and it's not going to be 2g in my plane. 2Gg turns are fun nor are they hazardous when not done close to the ground. When I took Bo specific training the instructor started talking me into a steep turn. I asked if it was OK to just roll into it and go. I He said "OK", so I just rolled left and pulled. Coming up on the proper heading he said now lets do one the other direction where by I rolled to the right and pulled. This brought a laughing comment, "You really like to do these things don't you?" My puzzled "sure", brought the explanation that most of the Bo pilots would only grudgingly do 45 degrees let alone 60. You should have heard them complain when told the instructors would be blocking the yokes so they couldn't use the ailerons when doing stalls.:-)) I've found few of newer pilots and instructors like 2G at 60 degrees or the stalling characteristics of the Deb so when I go out to practice it's only the "old timers" who go along. When I took the PTS it was 60 degrees and 2Gs. By not going to 60 degrees in steep turns the students miss out on the different banking tendencies/characteristics. I often think it should be put back to that. There have been moments where I've been glad they did things that way back then. One such moment was when a ultra light flying far later than allowed popped out of the dark directly in front of me when I was no more than a couple hundred yards (if that) from the end of the runway. Another was on the VOR approach to MtPleasant where you fly directly over the runway at 500 feet to the VOR to go missed on 27. When the instructor's voice went up an octave and he said and I quote..."What that...Oh, ****! Pull UP, Pull UP! I went full power, stood the Deb on end and did a push over to level off that left things floating. He never would tell me how close we came but from his actions I'd say probably no more than a few feet. BTW I did all of that under the hood. I mentioned to the CFI that I figured had it been really close he'd have taken over. He said he figured that I knew the limits of the plane and would react quicker than he could even if he could see. He was right though, The urgency (I couldeven feel him tense sitting next to me) told me that this should be a maximum effort and not just a climb. Made me glad I use 120 for approaches instead of 80 or 90 too:-)) Neither of these were things covered in primary training or the PTS. They took a lot of time and practice getting to know the limits of the Deb. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com I agree. I had to do 60 degree banked turns for my Private as well. Sheesh. I can't remember what I had to do . I do remember spins, some hood time and an engine failure on takeoff. I also remember filing and putting in a cruising altitude of say, 3500 and then being so afraid to deviate from it I flew underneat an overcast at that alt with my fin in the clouds.. Bertie A lot has changed since those days. If I remember right, the requirement was for a 60 degree banked turn in both directions entering one from the other within an altitude parameter either way of 50 feet. Just racking my memory here but that sounds close.....and this was for the PRIVATE!! I really can't remember, but I do remember being surprised when instructing years later that i learned that many considered 45 deg to be steep, so I must have learned at 60 degrees as well. Bertie |
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Bertie the Bunyip wrote:
Dudley Henriques wrote in : Bertie the Bunyip wrote: Dudley Henriques wrote in : Roger wrote: On Wed, 12 Mar 2008 10:52:38 -0800, Jim Stewart wrote: Ken S. Tucker wrote: On Mar 12, 3:39 am, Dan wrote: On Mar 12, 2:18 am, "Ken S. Tucker" wrote: -- IGNORE BELOW -- Depends on the A/C, what were you flying? In an F-4 doing a 3-4g bank is easy, but in a trainer I'd suggest 2g max. Ken -- IGNORE ABOVE --- Assuming you're not flying an F-4 in a sim, we'll move on to reality.... This fear is (correctly) pounded into every aspiring/training pilot -- don't cross control stall on turn to final! A pilot is trained to do 2g coordinated turns, even in twink flying, gee I wonder why. It's a perfectly safe thing to do and IIRC was Perfectly safe if not close to the ground and the pilot is proficient ant not just current. a requirement for a pilot's license. Are you just making this stuff up as you go along? The Practical Test Standard requires the demonstration of a steep turn at 45 degree bank and a safe or recommended airspeed. That's as steep and high g as it gets and it's not going to be 2g in my plane. 2Gg turns are fun nor are they hazardous when not done close to the ground. When I took Bo specific training the instructor started talking me into a steep turn. I asked if it was OK to just roll into it and go. I He said "OK", so I just rolled left and pulled. Coming up on the proper heading he said now lets do one the other direction where by I rolled to the right and pulled. This brought a laughing comment, "You really like to do these things don't you?" My puzzled "sure", brought the explanation that most of the Bo pilots would only grudgingly do 45 degrees let alone 60. You should have heard them complain when told the instructors would be blocking the yokes so they couldn't use the ailerons when doing stalls.:-)) I've found few of newer pilots and instructors like 2G at 60 degrees or the stalling characteristics of the Deb so when I go out to practice it's only the "old timers" who go along. When I took the PTS it was 60 degrees and 2Gs. By not going to 60 degrees in steep turns the students miss out on the different banking tendencies/characteristics. I often think it should be put back to that. There have been moments where I've been glad they did things that way back then. One such moment was when a ultra light flying far later than allowed popped out of the dark directly in front of me when I was no more than a couple hundred yards (if that) from the end of the runway. Another was on the VOR approach to MtPleasant where you fly directly over the runway at 500 feet to the VOR to go missed on 27. When the instructor's voice went up an octave and he said and I quote..."What that...Oh, ****! Pull UP, Pull UP! I went full power, stood the Deb on end and did a push over to level off that left things floating. He never would tell me how close we came but from his actions I'd say probably no more than a few feet. BTW I did all of that under the hood. I mentioned to the CFI that I figured had it been really close he'd have taken over. He said he figured that I knew the limits of the plane and would react quicker than he could even if he could see. He was right though, The urgency (I couldeven feel him tense sitting next to me) told me that this should be a maximum effort and not just a climb. Made me glad I use 120 for approaches instead of 80 or 90 too:-)) Neither of these were things covered in primary training or the PTS. They took a lot of time and practice getting to know the limits of the Deb. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com I agree. I had to do 60 degree banked turns for my Private as well. Sheesh. I can't remember what I had to do . I do remember spins, some hood time and an engine failure on takeoff. I also remember filing and putting in a cruising altitude of say, 3500 and then being so afraid to deviate from it I flew underneat an overcast at that alt with my fin in the clouds.. Bertie A lot has changed since those days. If I remember right, the requirement was for a 60 degree banked turn in both directions entering one from the other within an altitude parameter either way of 50 feet. Just racking my memory here but that sounds close.....and this was for the PRIVATE!! I really can't remember, but I do remember being surprised when instructing years later that i learned that many considered 45 deg to be steep, so I must have learned at 60 degrees as well. Bertie I'm sure you did. The problem with 45 degrees of bank is that it teaches little about control in steep banked attitudes such as shallowing the bank before raising the nose in a nose low condition caused by over bank. I've never liked the 45 degree parameter and have always recommended to instructors that they teach bank control all the way out to 60 degrees regardless of the requirement. This entire movement to make flying more "comfortable" for the masses to sell airplanes and push aviation by lowering the requirements has been flawed from the beginning in my opinion. If I've flown with one pilot I've flown with a hundred who, when put in a 60 degree banked turn with the nose going down and being told to raise the nose, pulled instead of shallowing out the bank first, tightening up the nose low condition. It's a shame really, and I hate to see it. -- Dudley Henriques |
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Dudley Henriques wrote in
: Bertie the Bunyip wrote: Dudley Henriques wrote in : Bertie the Bunyip wrote: Dudley Henriques wrote in : Roger wrote: On Wed, 12 Mar 2008 10:52:38 -0800, Jim Stewart wrote: Ken S. Tucker wrote: On Mar 12, 3:39 am, Dan wrote: On Mar 12, 2:18 am, "Ken S. Tucker" wrote: -- IGNORE BELOW -- Depends on the A/C, what were you flying? In an F-4 doing a 3-4g bank is easy, but in a trainer I'd suggest 2g max. Ken -- IGNORE ABOVE --- Assuming you're not flying an F-4 in a sim, we'll move on to reality.... This fear is (correctly) pounded into every aspiring/training pilot -- don't cross control stall on turn to final! A pilot is trained to do 2g coordinated turns, even in twink flying, gee I wonder why. It's a perfectly safe thing to do and IIRC was Perfectly safe if not close to the ground and the pilot is proficient ant not just current. a requirement for a pilot's license. Are you just making this stuff up as you go along? The Practical Test Standard requires the demonstration of a steep turn at 45 degree bank and a safe or recommended airspeed. That's as steep and high g as it gets and it's not going to be 2g in my plane. 2Gg turns are fun nor are they hazardous when not done close to the ground. When I took Bo specific training the instructor started talking me into a steep turn. I asked if it was OK to just roll into it and go. I He said "OK", so I just rolled left and pulled. Coming up on the proper heading he said now lets do one the other direction where by I rolled to the right and pulled. This brought a laughing comment, "You really like to do these things don't you?" My puzzled "sure", brought the explanation that most of the Bo pilots would only grudgingly do 45 degrees let alone 60. You should have heard them complain when told the instructors would be blocking the yokes so they couldn't use the ailerons when doing stalls.:-)) I've found few of newer pilots and instructors like 2G at 60 degrees or the stalling characteristics of the Deb so when I go out to practice it's only the "old timers" who go along. When I took the PTS it was 60 degrees and 2Gs. By not going to 60 degrees in steep turns the students miss out on the different banking tendencies/characteristics. I often think it should be put back to that. There have been moments where I've been glad they did things that way back then. One such moment was when a ultra light flying far later than allowed popped out of the dark directly in front of me when I was no more than a couple hundred yards (if that) from the end of the runway. Another was on the VOR approach to MtPleasant where you fly directly over the runway at 500 feet to the VOR to go missed on 27. When the instructor's voice went up an octave and he said and I quote..."What that...Oh, ****! Pull UP, Pull UP! I went full power, stood the Deb on end and did a push over to level off that left things floating. He never would tell me how close we came but from his actions I'd say probably no more than a few feet. BTW I did all of that under the hood. I mentioned to the CFI that I figured had it been really close he'd have taken over. He said he figured that I knew the limits of the plane and would react quicker than he could even if he could see. He was right though, The urgency (I couldeven feel him tense sitting next to me) told me that this should be a maximum effort and not just a climb. Made me glad I use 120 for approaches instead of 80 or 90 too:-)) Neither of these were things covered in primary training or the PTS. They took a lot of time and practice getting to know the limits of the Deb. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com I agree. I had to do 60 degree banked turns for my Private as well. Sheesh. I can't remember what I had to do . I do remember spins, some hood time and an engine failure on takeoff. I also remember filing and putting in a cruising altitude of say, 3500 and then being so afraid to deviate from it I flew underneat an overcast at that alt with my fin in the clouds.. Bertie A lot has changed since those days. If I remember right, the requirement was for a 60 degree banked turn in both directions entering one from the other within an altitude parameter either way of 50 feet. Just racking my memory here but that sounds close.....and this was for the PRIVATE!! I really can't remember, but I do remember being surprised when instructing years later that i learned that many considered 45 deg to be steep, so I must have learned at 60 degrees as well. Bertie I'm sure you did. The problem with 45 degrees of bank is that it teaches little about control in steep banked attitudes such as shallowing the bank before raising the nose in a nose low condition caused by over bank. Yeah. OK. That makes sense. I've never liked the 45 degree parameter and have always recommended to instructors that they teach bank control all the way out to 60 degrees regardless of the requirement. This entire movement to make flying more "comfortable" for the masses to sell airplanes and push aviation by lowering the requirements has been flawed from the beginning in my opinion. Well, exactly. If I've flown with one pilot I've flown with a hundred who, when put in a 60 degree banked turn with the nose going down and being told to raise the nose, pulled instead of shallowing out the bank first, tightening up the nose low condition. It's a shame really, and I hate to see it. Hmm. I've never othought of steep turns as this sort of exercise. I've alwyas looked at them as keeping, rather than a regaining control type of thing, but I might try this with some of my guys if we ever get the damned airplane! You're sort of crossing over into the spiral dive lesson there. Not a bad thing... Bertie |
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Bertie the Bunyip wrote:
Dudley Henriques wrote in : Bertie the Bunyip wrote: Dudley Henriques wrote in : Bertie the Bunyip wrote: Dudley Henriques wrote in : Roger wrote: On Wed, 12 Mar 2008 10:52:38 -0800, Jim Stewart wrote: Ken S. Tucker wrote: On Mar 12, 3:39 am, Dan wrote: On Mar 12, 2:18 am, "Ken S. Tucker" wrote: -- IGNORE BELOW -- Depends on the A/C, what were you flying? In an F-4 doing a 3-4g bank is easy, but in a trainer I'd suggest 2g max. Ken -- IGNORE ABOVE --- Assuming you're not flying an F-4 in a sim, we'll move on to reality.... This fear is (correctly) pounded into every aspiring/training pilot -- don't cross control stall on turn to final! A pilot is trained to do 2g coordinated turns, even in twink flying, gee I wonder why. It's a perfectly safe thing to do and IIRC was Perfectly safe if not close to the ground and the pilot is proficient ant not just current. a requirement for a pilot's license. Are you just making this stuff up as you go along? The Practical Test Standard requires the demonstration of a steep turn at 45 degree bank and a safe or recommended airspeed. That's as steep and high g as it gets and it's not going to be 2g in my plane. 2Gg turns are fun nor are they hazardous when not done close to the ground. When I took Bo specific training the instructor started talking me into a steep turn. I asked if it was OK to just roll into it and go. I He said "OK", so I just rolled left and pulled. Coming up on the proper heading he said now lets do one the other direction where by I rolled to the right and pulled. This brought a laughing comment, "You really like to do these things don't you?" My puzzled "sure", brought the explanation that most of the Bo pilots would only grudgingly do 45 degrees let alone 60. You should have heard them complain when told the instructors would be blocking the yokes so they couldn't use the ailerons when doing stalls.:-)) I've found few of newer pilots and instructors like 2G at 60 degrees or the stalling characteristics of the Deb so when I go out to practice it's only the "old timers" who go along. When I took the PTS it was 60 degrees and 2Gs. By not going to 60 degrees in steep turns the students miss out on the different banking tendencies/characteristics. I often think it should be put back to that. There have been moments where I've been glad they did things that way back then. One such moment was when a ultra light flying far later than allowed popped out of the dark directly in front of me when I was no more than a couple hundred yards (if that) from the end of the runway. Another was on the VOR approach to MtPleasant where you fly directly over the runway at 500 feet to the VOR to go missed on 27. When the instructor's voice went up an octave and he said and I quote..."What that...Oh, ****! Pull UP, Pull UP! I went full power, stood the Deb on end and did a push over to level off that left things floating. He never would tell me how close we came but from his actions I'd say probably no more than a few feet. BTW I did all of that under the hood. I mentioned to the CFI that I figured had it been really close he'd have taken over. He said he figured that I knew the limits of the plane and would react quicker than he could even if he could see. He was right though, The urgency (I couldeven feel him tense sitting next to me) told me that this should be a maximum effort and not just a climb. Made me glad I use 120 for approaches instead of 80 or 90 too:-)) Neither of these were things covered in primary training or the PTS. They took a lot of time and practice getting to know the limits of the Deb. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com I agree. I had to do 60 degree banked turns for my Private as well. Sheesh. I can't remember what I had to do . I do remember spins, some hood time and an engine failure on takeoff. I also remember filing and putting in a cruising altitude of say, 3500 and then being so afraid to deviate from it I flew underneat an overcast at that alt with my fin in the clouds.. Bertie A lot has changed since those days. If I remember right, the requirement was for a 60 degree banked turn in both directions entering one from the other within an altitude parameter either way of 50 feet. Just racking my memory here but that sounds close.....and this was for the PRIVATE!! I really can't remember, but I do remember being surprised when instructing years later that i learned that many considered 45 deg to be steep, so I must have learned at 60 degrees as well. Bertie I'm sure you did. The problem with 45 degrees of bank is that it teaches little about control in steep banked attitudes such as shallowing the bank before raising the nose in a nose low condition caused by over bank. Yeah. OK. That makes sense. I've never liked the 45 degree parameter and have always recommended to instructors that they teach bank control all the way out to 60 degrees regardless of the requirement. This entire movement to make flying more "comfortable" for the masses to sell airplanes and push aviation by lowering the requirements has been flawed from the beginning in my opinion. Well, exactly. If I've flown with one pilot I've flown with a hundred who, when put in a 60 degree banked turn with the nose going down and being told to raise the nose, pulled instead of shallowing out the bank first, tightening up the nose low condition. It's a shame really, and I hate to see it. Hmm. I've never othought of steep turns as this sort of exercise. I've alwyas looked at them as keeping, rather than a regaining control type of thing, but I might try this with some of my guys if we ever get the damned airplane! You're sort of crossing over into the spiral dive lesson there. Not a bad thing... Bertie Actually you're right on how you view the exercise. It is an exercise in maintaining control. What happens however, with the average pilot, especially those not trained in steep turns at around 60 degrees, is that invariably, pilots trying to maintain that 60 degree bank will allow the nose to get lower than the horizon line as they attempt to maintain and control the over bank. When this happens, the only way to correct and get the nose back tracking again on the horizon is to shallow out FIRST, then raise the nose back up where it belongs. Trying to solve the error by pulling the nose back up without shallowing first just takes the pilot deeper into the error. The secondary error that is most common is in not releasing the back pressure properly then reapplying it again as the turn is reversed. All in all, 60 degree banked turn to alternating sides is a wonderful training tool. These turns teach control pressure blending and coordination better than any other maneuver I've ever used . If a pilot can enter alternating 720's and perform the turns AND the transition through the reversal between them within a 50 foot altitude error parameter, they KNOW control pressure and can FLY the airplane! A side advantage to learning steep 720's VFR really comes in handy later on if a pilot goes into serious instrument training where recovery from nose low unusual attitudes requires correcting the bank first, then raising the nose........as I've always maintained and always will...it's the way you learn the basics that will determine how well you eventually will fly all through your career in aviation. -- Dudley Henriques |
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![]() "Dudley Henriques" wrote: When this happens, the only way to correct and get the nose back tracking again on the horizon is to shallow out FIRST, then raise the nose back up where it belongs. I guess a little top rudder is right out, eh? The secondary error that is most common is in not releasing the back pressure properly then reapplying it again as the turn is reversed. All in all, 60 degree banked turn to alternating sides is a wonderful training tool. These turns teach control pressure blending and coordination better than any other maneuver I've ever used . If a pilot can enter alternating 720's and perform the turns AND the transition through the reversal between them within a 50 foot altitude error parameter, they KNOW control pressure and can FLY the airplane! You're on. That will be the drill for Saturday. I've done a lot of low/slow/steep flying lately on photo missions. Your drill should help. -- Dan T-182T at BFM |
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On Mar 13, 6:23 am, Dudley Henriques wrote:
Bertie the Bunyip wrote: Dudley Henriques wrote in : Roger wrote: On Wed, 12 Mar 2008 10:52:38 -0800, Jim Stewart wrote: Ken S. Tucker wrote: On Mar 12, 3:39 am, Dan wrote: On Mar 12, 2:18 am, "Ken S. Tucker" wrote: -- IGNORE BELOW -- Depends on the A/C, what were you flying? In an F-4 doing a 3-4g bank is easy, but in a trainer I'd suggest 2g max. Ken -- IGNORE ABOVE --- Assuming you're not flying an F-4 in a sim, we'll move on to reality.... This fear is (correctly) pounded into every aspiring/training pilot -- don't cross control stall on turn to final! A pilot is trained to do 2g coordinated turns, even in twink flying, gee I wonder why. It's a perfectly safe thing to do and IIRC was Perfectly safe if not close to the ground and the pilot is proficient ant not just current. a requirement for a pilot's license. Are you just making this stuff up as you go along? The Practical Test Standard requires the demonstration of a steep turn at 45 degree bank and a safe or recommended airspeed. That's as steep and high g as it gets and it's not going to be 2g in my plane. 2Gg turns are fun nor are they hazardous when not done close to the ground. When I took Bo specific training the instructor started talking me into a steep turn. I asked if it was OK to just roll into it and go. I He said "OK", so I just rolled left and pulled. Coming up on the proper heading he said now lets do one the other direction where by I rolled to the right and pulled. This brought a laughing comment, "You really like to do these things don't you?" My puzzled "sure", brought the explanation that most of the Bo pilots would only grudgingly do 45 degrees let alone 60. You should have heard them complain when told the instructors would be blocking the yokes so they couldn't use the ailerons when doing stalls.:-)) I've found few of newer pilots and instructors like 2G at 60 degrees or the stalling characteristics of the Deb so when I go out to practice it's only the "old timers" who go along. When I took the PTS it was 60 degrees and 2Gs. By not going to 60 degrees in steep turns the students miss out on the different banking tendencies/characteristics. I often think it should be put back to that. There have been moments where I've been glad they did things that way back then. One such moment was when a ultra light flying far later than allowed popped out of the dark directly in front of me when I was no more than a couple hundred yards (if that) from the end of the runway. Another was on the VOR approach to MtPleasant where you fly directly over the runway at 500 feet to the VOR to go missed on 27. When the instructor's voice went up an octave and he said and I quote..."What that...Oh, ****! Pull UP, Pull UP! I went full power, stood the Deb on end and did a push over to level off that left things floating. He never would tell me how close we came but from his actions I'd say probably no more than a few feet. BTW I did all of that under the hood. I mentioned to the CFI that I figured had it been really close he'd have taken over. He said he figured that I knew the limits of the plane and would react quicker than he could even if he could see. He was right though, The urgency (I couldeven feel him tense sitting next to me) told me that this should be a maximum effort and not just a climb. Made me glad I use 120 for approaches instead of 80 or 90 too:-)) Neither of these were things covered in primary training or the PTS. They took a lot of time and practice getting to know the limits of the Deb. Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com I agree. I had to do 60 degree banked turns for my Private as well. Sheesh. I can't remember what I had to do . I do remember spins, some hood time and an engine failure on takeoff. I also remember filing and putting in a cruising altitude of say, 3500 and then being so afraid to deviate from it I flew underneat an overcast at that alt with my fin in the clouds.. Bertie A lot has changed since those days. If I remember right, the requirement was for a 60 degree banked turn in both directions entering one from the other within an altitude parameter either way of 50 feet. Just racking my memory here but that sounds close.....and this was for the PRIVATE!! :-)) Dudley Henriques An instrument that was stressed for me during instruction was this, http://en.wikipedia.org/wiki/Attitude_indicator The 60 degree banked turn (IIRC), did require that 50' +/- altitude, keeping the ball centered, and maintaining a constant KIAS with some +power. When that 50' +/- requirement was spec'd by the instructor I got fixated on the "rate of climb" indicator. Well he smirked and sent my concentration to the attitude indicator and to learn to use that. Other pilots have mentioned the attitude indicator is the most important instrument. What do you guys think? Ken |
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On Mar 13, 1:19 pm, "Ken S. Tucker" wrote:
An instrument that was stressed for me during instruction was this,http://en.wikipedia.org/wiki/Attitude_indicator The 60 degree banked turn (IIRC), did require that 50' +/- altitude, keeping the ball centered, and maintaining a constant KIAS with some +power. When that 50' +/- requirement was spec'd by the instructor I got fixated on the "rate of climb" indicator. Well he smirked and sent my concentration to the attitude indicator and to learn to use that. Other pilots have mentioned the attitude indicator is the most important instrument. What do you guys think? Ken We think it shows you have not had any training. PPL students are told to LOOK OUTSIDE during steep turn training, not to fixate on instruments. They need to see what the horizon is up to, not what instruments are indicating. A glance at the ASI and altimeter every few seconds is in order, but they're not to refer to the AI constantly for steep turns. We've had students who were all over the sky, chasing instrument needles, so we sometimes cover up the whole panel and make them do it by looking outside; the airplane settles down and behaves itself. Amazing. This is standard Canadian PPL curriculum, and the US wouldn't be much different. Dan |
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Mr. BIG HEAD, you've lost a star and the Mr.
You now just *Big Head*, you make too many mistakes. On Mar 13, 11:42 am, wrote: On Mar 13, 1:19 pm, "Ken S. Tucker" wrote: An instrument that was stressed for me during instruction was this,http://en.wikipedia.org/wiki/Attitude_indicator The 60 degree banked turn (IIRC), did require that 50' +/- altitude, keeping the ball centered, and maintaining a constant KIAS with some +power. When that 50' +/- requirement was spec'd by the instructor I got fixated on the "rate of climb" indicator. Well he smirked and sent my concentration to the attitude indicator and to learn to use that. Other pilots have mentioned the attitude indicator is the most important instrument. What do you guys think? Ken We think it shows you have not had any training. PPL students are told to LOOK OUTSIDE during steep turn training, not to fixate on instruments. Night flying, IFR initiation, in good VFR the OUTSIDE is peripheral vision, if you ever really flew an airplane. They need to see what the horizon is up to, not what instruments are indicating. A glance at the ASI and altimeter every few seconds is in order, but they're not to refer to the AI constantly for steep turns. How the **** do you set-up to a 60 bank? and maintain constant altitude? We've had students who were all over the sky, chasing instrument needles, so we sometimes cover up the whole panel and make them do it by looking outside; the airplane settles down and behaves itself. Amazing. No that's pure BS. This is standard Canadian PPL curriculum, and the US wouldn't be much different. Dan Dan you don't even know what an Attitude Indicator does, otherwise you would have opined on my question. I'll leave *Big Head* Dan with one star, but probationary. Ken |
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