So if I am flying a constant rate of turn and maintaining the same altitude flying in a circle in cloud how do I know when to change the power and attitude?you don't obtain more lift in a headwind than a tailwind. There's going to be a difference. It may be minimal, but there will be a difference in power setting and attitude of the aircraft in opposite directions.
fifty reasons to find a new instructor
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Re: fifty reasons to find a new instructor
Re: fifty reasons to find a new instructor
from the Ground Speed Indicator.
DId you hear the one about the jurisprudence fetishist? He got off on a technicality.
Re: fifty reasons to find a new instructor
Lots of people die every year turning from tailwinds to headwinds and visa versa. Remember to throttle back or throttle up.
And everyone knows that the way to land is the fishing for a greaser method. If an instructor tells you otherwise you should find another one.
And everyone knows that the way to land is the fishing for a greaser method. If an instructor tells you otherwise you should find another one.
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Re: fifty reasons to find a new instructor
That is because of the illusion it creates. You either end up slipping or skiding in a turn at low altitude and low speed. There's a good risk of spin. It has nothing to do with power. In fact reducing power in a headwind to tailwind turn (trying to counteract the increase in GS) will bring you closer to a stall.
Watch the airspeed, apply rudder properly, you'll be fine, no need to add or reduce power.
Re: fifty reasons to find a new instructor
Has flying training really gotten to this level where basic knowledge such as this is so lacking?
Re: fifty reasons to find a new instructor
Apparently so. And people like us (although you are WAY older than me) can't figure out where to start, because you need common ground - as it were. I am going to be very near YCD after tomorrow by the way. I will PM you.
Re: fifty reasons to find a new instructor
When your level of sarcasm is soo advanced people are starting to think you are an idiotthe-minister31 wrote: ↑Fri Oct 18, 2019 3:21 pmThat is because of the illusion it creates. You either end up slipping or skiding in a turn at low altitude and low speed. There's a good risk of spin. It has nothing to do with power. In fact reducing power in a headwind to tailwind turn (trying to counteract the increase in GS) will bring you closer to a stall.
Watch the airspeed, apply rudder properly, you'll be fine, no need to add or reduce power.
As an AvCanada discussion grows longer:
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
Re: fifty reasons to find a new instructor
I'm pretty sure there's a quote by someone famous:
"Any sufficiently advanced form of humour is indistinguishable from idiocy."
Or something like that.
"Any sufficiently advanced form of humour is indistinguishable from idiocy."
Or something like that.
DId you hear the one about the jurisprudence fetishist? He got off on a technicality.
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Re: fifty reasons to find a new instructor
digits_ wrote: ↑Fri Oct 18, 2019 4:18 pmWhen your level of sarcasm is soo advanced people are starting to think you are an idiotthe-minister31 wrote: ↑Fri Oct 18, 2019 3:21 pmThat is because of the illusion it creates. You either end up slipping or skiding in a turn at low altitude and low speed. There's a good risk of spin. It has nothing to do with power. In fact reducing power in a headwind to tailwind turn (trying to counteract the increase in GS) will bring you closer to a stall.
Watch the airspeed, apply rudder properly, you'll be fine, no need to add or reduce power.
hahaha allright you got me, at this point in the thread I don't know what is sarcasm and what is not !
Re: fifty reasons to find a new instructor
Good to know. I am really an advanced humorist.Any sufficiently advanced form of humour is indistinguishable from idiocy."
Accident speculation:
Those that post don’t know. Those that know don’t post
Those that post don’t know. Those that know don’t post
- youhavecontrol
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Re: fifty reasons to find a new instructor
If your instructor:
-gives you a reference point on the windshield for visual flight, without helping you select it, but rather just telling you it, you need a new instructor.
-cannot explain properly why you need rudder when rolling
-cannot explain why you adjust power in steeper bank angles to maintain speed
-cannot explain why the aircraft keeps drifting left during the flare
-teaches you to enter a 'holding pattern' during a diversion lesson until you get all your planning done
-thinks your indicated airspeed, or even stall characteristics change in a headwind v/s tailwind
-doesn't give you a debrief with positive and negative feedback after every flight, nor does he ask you initially for your own assessment
-when asked something he/she doesn't know, bluffs out a pathetic answer or just tells you to "look it up" to avoid the answer, or is afraid to admit when making a mistake or are wrong about something you've identified.
-insists you say, "any conflicting traffic please advise"
-frequently cancels for weather even if it's in the company's SOP's limits to go, but doesn't want to because it might be "too challenging"
-teaches you a fixed power setting for the entire base/final phase of approach
-jumps in any moment you are about to make a mistake
-checks his/her phone frequently in flight for non-operational reasons
-complains to you about the company or other students
-doesn't brief, check your work or assess your threshold knowledge before a lesson
...you need a new instructor.
There.. there's some of the reasons I've encountered.
-gives you a reference point on the windshield for visual flight, without helping you select it, but rather just telling you it, you need a new instructor.
-cannot explain properly why you need rudder when rolling
-cannot explain why you adjust power in steeper bank angles to maintain speed
-cannot explain why the aircraft keeps drifting left during the flare
-teaches you to enter a 'holding pattern' during a diversion lesson until you get all your planning done
-thinks your indicated airspeed, or even stall characteristics change in a headwind v/s tailwind
-doesn't give you a debrief with positive and negative feedback after every flight, nor does he ask you initially for your own assessment
-when asked something he/she doesn't know, bluffs out a pathetic answer or just tells you to "look it up" to avoid the answer, or is afraid to admit when making a mistake or are wrong about something you've identified.
-insists you say, "any conflicting traffic please advise"
-frequently cancels for weather even if it's in the company's SOP's limits to go, but doesn't want to because it might be "too challenging"
-teaches you a fixed power setting for the entire base/final phase of approach
-jumps in any moment you are about to make a mistake
-checks his/her phone frequently in flight for non-operational reasons
-complains to you about the company or other students
-doesn't brief, check your work or assess your threshold knowledge before a lesson
...you need a new instructor.
There.. there's some of the reasons I've encountered.
"I found that Right Rudder you kept asking for."
Re: fifty reasons to find a new instructor
^I think I’ve worked with all of those people.
Re: fifty reasons to find a new instructor
What's wrong with flying around a known landmark while you set up for a diversion on a PPL level?
As an AvCanada discussion grows longer:
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
Re: fifty reasons to find a new instructor
Going to guess that's about 99.4% of instructors; the rest have a graduate level qualification in aerodynamics. Why is the "proper" explanation so important, anyway?youhavecontrol wrote: ↑Sun Oct 20, 2019 6:43 am -cannot explain properly why you need rudder when rolling
Well I guess that's . out of the window then; he likes throttle fixed at idle.teaches you a fixed power setting for the entire base/final phase of approach
I think the objection is to calling it a "holding pattern". I'm not sure why that's a sacking offence, though.
DId you hear the one about the jurisprudence fetishist? He got off on a technicality.
Re: fifty reasons to find a new instructor
Not on base and final.Well I guess that's . out of the window then; he likes throttle fixed at idle.
Below fifty feet above the landing surface I generally close the throttle / throttles.
I don't mind being quoted, as long as the quote is correct.
By the way what is wrong with my way of doing it?
Re: fifty reasons to find a new instructor
Nothing wrong at all. Lots of different ways to do it.
(I misunderstood; I thought you liked to teach power off approaches from the downwind, for ab-initio students.)
I started this thread because I'm often amused by the "my way or the highway" approach to things. I think you can have a fabulous instructor, whom you should cherish and love to bits, even if they insist you say "any conflicting traffic please advise." and refer to an orbit as a "holding pattern": nobody is perfect.
Every student of flying encounters the day when they come to the sudden and unexpected realization that something their instructor told them, was actually wrong. It's part of growing up.
(I misunderstood; I thought you liked to teach power off approaches from the downwind, for ab-initio students.)
I started this thread because I'm often amused by the "my way or the highway" approach to things. I think you can have a fabulous instructor, whom you should cherish and love to bits, even if they insist you say "any conflicting traffic please advise." and refer to an orbit as a "holding pattern": nobody is perfect.
Every student of flying encounters the day when they come to the sudden and unexpected realization that something their instructor told them, was actually wrong. It's part of growing up.
DId you hear the one about the jurisprudence fetishist? He got off on a technicality.
Re: fifty reasons to find a new instructor
No no you misunderstand. You need to have the exact same level of knowledge as the person making such statements. If you know less, you are incompetent. If you know more, you are hung up on irrelevant details!photofly wrote: ↑Sun Oct 20, 2019 12:36 pmGoing to guess that's about 99.4% of instructors; the rest have a graduate level qualification in aerodynamics. Why is the "proper" explanation so important, anyway?youhavecontrol wrote: ↑Sun Oct 20, 2019 6:43 am -cannot explain properly why you need rudder when rolling
As an AvCanada discussion grows longer:
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
Re: fifty reasons to find a new instructor
So true
DId you hear the one about the jurisprudence fetishist? He got off on a technicality.
- rookiepilot
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Re: fifty reasons to find a new instructor
If you drive 1 km / hr slower than me, you're a danger to everyone on the road and blocking traffic. 1 km faster, you're a lunatic that should lose their licence.
Re: fifty reasons to find a new instructor
No problem these forums sometimes are hard to follow what others have said in the past.Nothing wrong at all. Lots of different ways to do it.
(I misunderstood; I thought you liked to teach power off approaches from the downwind, for ab-initio students.)
I have not held a Canadian instructors rating since the early sixties when I quit doing ab-initio flight instruction.
However I have always really liked teaching flying so I taught Ag. flying, Fire bombing and did advanced airplane handling skills training for the rest of my flying career as a fill in for when I was not flying for some company or government agency.
As to closing the throttle / throttles fifty feet above the landing surface that comes from over five thousand hours flying the DC3 about half of which was off airport flying on wheel /skis so accurate touch down and speed control was necessary to be on speed and on flight path both vertical and laterally by fifty feet and then using inertia was how I did it and it just naturally became my method of landing almost every airplane.
The exception was landing from a curving approach to the touch down in airplanes such as the Pitts Special where I generally closed the throttle when I was abeam the desired touch down point the flare and bank angle are one smooth action just prior to runway contact.
Note:::
The above is how I did it for many decades and it worked well for me, I am not suggesting it is how anyone else should do it.