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  #11  
Old September 21st 07, 01:40 PM posted to alt.games.microsoft.flight-sim,rec.aviation.student,rec.aviation.piloting
Andy Hawkins
external usenet poster
 
Posts: 200
Default 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  
Old September 21st 07, 02:20 PM posted to alt.games.microsoft.flight-sim,rec.aviation.student,rec.aviation.piloting
Ed M.
external usenet poster
 
Posts: 1
Default 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  
Old September 21st 07, 06:45 PM posted to alt.games.microsoft.flight-sim,rec.aviation.student,rec.aviation.piloting
[email protected]
external usenet poster
 
Posts: 1,130
Default 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  
Old September 22nd 07, 12:33 AM posted to alt.games.microsoft.flight-sim,rec.aviation.student,rec.aviation.piloting
Phil
external usenet poster
 
Posts: 110
Default 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  
Old September 22nd 07, 12:42 AM posted to rec.aviation.student,rec.aviation.piloting
Morgans[_2_]
external usenet poster
 
Posts: 3,924
Default 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  
Old September 22nd 07, 01:43 AM posted to alt.games.microsoft.flight-sim,rec.aviation.student,rec.aviation.piloting
Crash Lander[_1_]
external usenet poster
 
Posts: 233
Default 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  
Old September 22nd 07, 02:36 AM posted to alt.games.microsoft.flight-sim,rec.aviation.student,rec.aviation.piloting
Vaughn Simon
external usenet poster
 
Posts: 735
Default 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  
Old September 22nd 07, 04:45 AM posted to alt.games.microsoft.flight-sim,rec.aviation.student,rec.aviation.piloting
[email protected]
external usenet poster
 
Posts: 1,130
Default 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  
Old September 22nd 07, 11:15 AM posted to alt.games.microsoft.flight-sim,rec.aviation.student,rec.aviation.piloting
John Ward[_3_]
external usenet poster
 
Posts: 15
Default 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  
Old September 22nd 07, 11:18 AM posted to alt.games.microsoft.flight-sim,rec.aviation.student,rec.aviation.piloting
John Ward[_3_]
external usenet poster
 
Posts: 15
Default 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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