Which of these is cheating?

Mxsmanic wrote in
:

Is maintaining a specific altitude important under VFR, or is it okay
to drift over a broad range? I admit that I don't necessarily see a
compelling reason to fly at 6000 rather than 4000 (or vice versa) in
most cases, or anywhere in between.

For the most part, when flying VFR, it doesn't matter all that much.
However, constantly climbing and descending is inefficient, uses more
fuel, and it's just plain unprofessional. There are indeed situations
where the pilot's ability to precisely hold altitude WILL be
important; if you don't fly that way all the time then how can you
expect to do it when it's *really* necessary?

Most [good] pilots pride themselves in being able to handle their
aircraft efficiently and precisely... which means holding to the
chosen altitude... and also (per another part of this thread) not
turning with just rudder. On your flight simulator you can't feel
it... but in a real plane, if you turn with just the rudder, it plain
feels (and is) sloppy. It's also dangerous... a skidding turn at low
altitudes (often a pilot who's afraid to bank to much at low altitude,
while he's too low and slow on approach) can turn a relatively simple
stall into a spin, which have claimed many lives.

-Dana
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Dana M. Hague d(dash)m(dash)hague(at)comcast(dot)net writes:

For the most part, when flying VFR, it doesn't matter all that much.
However, constantly climbing and descending is inefficient, uses more
fuel, and it's just plain unprofessional. There are indeed situations
where the pilot's ability to precisely hold altitude WILL be
important; if you don't fly that way all the time then how can you
expect to do it when it's *really* necessary?

I will continue practicing.

All of the aircraft I've tried seem to exhibit phugoid oscillations in
altitude. I guess it's just a matter of knowing exactly how to lead
the oscillations in your control adjustments so that they gradually
cancel out. I'm not sure whether it's better to deal with them by
changing pitch or by changing throttle settings (or perhaps both).

Most [good] pilots pride themselves in being able to handle their
aircraft efficiently and precisely... which means holding to the
chosen altitude... and also (per another part of this thread) not
turning with just rudder. On your flight simulator you can't feel
it... but in a real plane, if you turn with just the rudder, it plain
feels (and is) sloppy. It's also dangerous... a skidding turn at low
altitudes (often a pilot who's afraid to bank to much at low altitude,
while he's too low and slow on approach) can turn a relatively simple
stall into a spin, which have claimed many lives.

Something I've tried in the sim is watching the horizon out the
window. If it remains on the same straight line throughout a turn,
the turn is coordinated (I think). If it doesn't, I'm doing something
wrong. For slips and skids, the horizon changes position; in a
coordinated turn, the scenery moves parallel to the horizon, but the
horizon itself stays steady.

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vincent p. norris writes:

That is the way the U.S. Navy teaches it.

Well, if they can teach pilots to land on a carrier at night in fog,
they probably know what they are talking about.

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John Gaquin wrote:
"Mxsmanic" wrote in message
OK, thanks. So this is true in all configurations, or only during
certain phases of flight like an approach?

Very few things are true in all configurations. Every time you want to
change an aircraft's configuration, you are adjusting a fine balance between
pitch and power. Usually, what you're seeking is stability. In general, a
more lasting, stable outcome will be achieved if you think of altitude
change in terms of power, and airspeed change in terms of pitch.

As we say in the software engineering biz: Everything is deeply
intertwingled.

I actually worked with a group of human engineering experts at an
Army lab that designed a fly-by-wire helicopter control which
decoupled all the interactions between the controls (essentially
the collective just made you go up and down, the cyclic translated
you and the pedals spun you). It made the real helicopter pilots
a bit unnerved when they flew it as they were used to putting
in the compensations.

By the way, this intertwingling nature is largely poorly implemented
in PC games.

Mxsmanic wrote:
John Gaquin writes:

When setting up in cruise, do not drive the plane like most people drive a
car. You should start with a preplanned setting in mind: "I am going to
cruise at 2200 rpm and 21 inches". After you attain your altitude and
reduce to this power setting, you would then gradually trim the airplane so
it is flying level at that setting. Your speed will be what it is, plus or
minus a few knots indicated.

Is maintaining a specific altitude important under VFR, or is it okay
to drift over a broad range? I admit that I don't necessarily see a
compelling reason to fly at 6000 rather than 4000 (or vice versa) in
most cases, or anywhere in between.

Unless you are within 3000 feet of the ground you shouldn't be at
either altitude VFR. Try reading some of the books we recommended
to you.

Generally, if you were a real pilot, you'd be required to demostrate
control to within 100'.

Doug wrote:
IFR standards are approx -+100'. Most of try for -+50'. Not easy at
first. Gets easier after a while. You have to keep glancing at the
altimeter.

VFR standards are +-100' as well.

Mxsmanic wrote:
Doug writes:

IFR standards are approx -+100'. Most of try for -+50'. Not easy at
first. Gets easier after a while. You have to keep glancing at the
altimeter.

Thus far I find it pretty difficult. Phugoid movements and stuff like
that mean that I have to constantly adjust. I'm not sure at what
point it's better to trim or use control movements, but I'm not having
much success either way.

Try flight instruction.

Dana M. Hague wrote:

For the most part, when flying VFR, it doesn't matter all that much.
However, constantly climbing and descending is inefficient, uses more
fuel, and it's just plain unprofessional.

It is also unsafe. The cruise altitude rules can get separation down
to 500'. In addition, altimeters (even if set correctly) might be
off by 75 feet, ... there are a lot of things that add up.

Thomas Borchert wrote:
John,

Power is altitude; pitch is
airspeed.


Hah! Let the religious wars begin.

When taking off, shove the stick forward and when you get to Vr
put in the throttle and climb!

Frankly, I have never quite understood the distinction, same as with "forward" and "side" slips.

That one always confused me too. I'm not sure I remember to this day.

Ron Natalie writes:

By the way, this intertwingling nature is largely poorly implemented
in PC games.

Which part is missing?

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