Gentle Corrections - Flying Lesson #11
Saturday afternoon, I practiced more emergency procedures, and take offs /landings. I am very disappointed in my landings. "Gentle corrections" - my instructor keeps reminding me. "Pitch for speed, power for altitude". There is so much coordination involved in landing a plane. Flying isn't like driving. On the road, if there is a tire blow out or engine failure, it's a quick pull to the side of the road. In a plane, you have to perform a set of demanding tasks before you can set the plane down safely. And finding a place to land is a task in itself.
I bought this book from Amazon and had my nose in it all evening. Currently, I am learning a lot of "DO THIS" - "DON'T DO THAT" when flying. And my instructor is pretty good about informing me why I should do this or that. This book was very helpful because the author used his own personal experiences to explain why you should fly it like this or that.
The author gave great tips on takeoff and initial climb, enroute climb and cruise, and descent and landing. Here are some good examples that explain why we fly it that way:
Short Field Take-Offs: "On short fields, some pilots apply power as they are wheeling into position for takeoff. This acceleration in a turn puts a side load on the landing gear and also causes fuel in the tanks to slosh toward the outside of the turn; if the tanks are not full, it might cause the fuel to move away from the line that feeds the engine, and a power interruption can result" eeechs, we just practiced this at Oceano Airport, but it wasn't in a turn.
Initial Climb: My instructor has me at atleast 3000 feet before we change power and fly level. I never question it. That's just what I was told. The author advises not to make power changes until you are atleast 1000 feet above the ground because if an engine is going to fail, it will fail when there is a change of power because the internal stresses of the engine changes, also. Not that a change in power will promote engine failure, but it affects the timing of it. So flying at 1000+ feet, if an engine failure occurred, will give you more reaction time.
Enroute climb and cruise: Though the most efficient way to climb to altitude is full power and best rate of climb, the enroute climb is conducted where there is high traffic. Take for instance the collision between 727 and Cessna 172. The author suggest a climb cruise (75% power and speed above best rate of climb) and mild S-turns for better tracking of other aircrafts.
I also bought this book because I made some mistakes while communicating to the tower. My CFI corrected me but I was embarrassed. I really need to get over my mike fright. I was told to report the numbers and I used the word "beaming the numbers".. WRONG..
My current short term goal is to study and pass the written exam. I need to do that within the next two months.
current hours: 12.9
I bought this book from Amazon and had my nose in it all evening. Currently, I am learning a lot of "DO THIS" - "DON'T DO THAT" when flying. And my instructor is pretty good about informing me why I should do this or that. This book was very helpful because the author used his own personal experiences to explain why you should fly it like this or that. The author gave great tips on takeoff and initial climb, enroute climb and cruise, and descent and landing. Here are some good examples that explain why we fly it that way:
Short Field Take-Offs: "On short fields, some pilots apply power as they are wheeling into position for takeoff. This acceleration in a turn puts a side load on the landing gear and also causes fuel in the tanks to slosh toward the outside of the turn; if the tanks are not full, it might cause the fuel to move away from the line that feeds the engine, and a power interruption can result" eeechs, we just practiced this at Oceano Airport, but it wasn't in a turn.
Initial Climb: My instructor has me at atleast 3000 feet before we change power and fly level. I never question it. That's just what I was told. The author advises not to make power changes until you are atleast 1000 feet above the ground because if an engine is going to fail, it will fail when there is a change of power because the internal stresses of the engine changes, also. Not that a change in power will promote engine failure, but it affects the timing of it. So flying at 1000+ feet, if an engine failure occurred, will give you more reaction time.
Enroute climb and cruise: Though the most efficient way to climb to altitude is full power and best rate of climb, the enroute climb is conducted where there is high traffic. Take for instance the collision between 727 and Cessna 172. The author suggest a climb cruise (75% power and speed above best rate of climb) and mild S-turns for better tracking of other aircrafts.
I also bought this book because I made some mistakes while communicating to the tower. My CFI corrected me but I was embarrassed. I really need to get over my mike fright. I was told to report the numbers and I used the word "beaming the numbers".. WRONG..abm abeam - an aircraft is abeam a point when that point is at ninety degrees left or right of the aircraft's track, but term usually used to indicate a general position rather than a specific point.
My current short term goal is to study and pass the written exam. I need to do that within the next two months.
current hours: 12.9
posted at
8:19 PM
9 Comments:
It'll come with more and more practice, Aymeii. Don't rush it. Just like playing the guitar. The more time you put in the more natural it will eventually feel. Maybe your artwork feels natural to you and always had? If so, learning new stuff like flying and playing Guitar is going to feel frustrating because they don't come as naturally to you. But it'll feel better. I like how you are setting your goals. It's good to write about where you are now and read back to see how far you've come. That's an important part of the process of meeting goals and setting new ones.
Blogger is not letting me post today. Screw them.
at 3:26 AM
Thanks Bud.. yes playing guitar does not come easy, fortunately, I have noticed a considerable amount of improvement in the last month over the last year. Theory is clicking (Circle of Fifths) and its helping me learn the notes on the fretboard and also how chords are constructed in a addition to what sounds together. I am especially interested in learning and playing Jazz. My biggest hurdle is still changing from to chords to chords, barre chords and strumming. I have no rhymthm. Maybe I also need to meet up with the devil in some dark corner and make a deal with him.
p.s., yes, you gave me the idea of writing down what I am accomplishing every day so I can go back and track my progress. That's a great idea. Thanks again!!
at 8:54 AM
Even just reading this scares the crap of me (little planes and all).
at 10:11 AM
Good for you , Aymiee, the Circle of Fifths is indespensible. I have a fantastic version of that which is in two pieces with a revolving center. It helps you transpose keys but the part I like the best is it shows you where the minors are. I also designed one for Minor keys. If you want a copy, send me a mailing address and it's yours.
Don't be discouraged over barr chords. Lean your index finger back toward the neck a bit to get a cleaner sound. Also go to guitar stores and pick up every guitar in the place and find one that feels right for you in the most troubling positions. I swear by Taylors for that reason. They are pricey but they have some low end models that are terrific.
Break down your rhythms to one stroke per bar. Then Two, then three with a down up down. Build gradually. Use a metronome or a drum machine. Set aside 15 minutes a day to just practice changing chords. Concentrate on the changes you need for one particular song. That kind of smaller focus will pay off eventually.
Hope that helps.
at 3:34 AM
I must admit, I think the fact that your getting your flying license is damn cool A.
at 7:28 PM
I must admit, I think the fact that your getting your flying license is damn cool A.
at 7:28 PM
WOW . . . I would never be able to fly a plane . . . I'm not even that good of a driver to begin with.
at 10:24 PM
Aymiee -
If it were easy everyone would be able to do it. You are learning to do something that few accomplish. Like others I'll advise patience, however, I aplaud you're willingness to evaluate and critique your own performance. That is something all good pilots do, each and every time they fly regardless of how many hours they have.
Landing is an art as well as science. The more landings, the more feel you'll develop. Controlling the beast in all three axis at the same time takes experience.
It'll come, keep at it.
at 2:14 PM
Chris! thanks for the advice. Patience, yes.. that's the word. I asked my instructor to let me know if I am just not cut out for it. So we will see. It's too early to tell. I don't want to get into a plane only 80% competent. I would like to be 110% competent. There is little room for errors up there, and I really want to make sure I nail everything. I know it will take me more than the 40 hours to get licensed. But that's okay, I am going at my own pace. It helps to have a support group like you all.. some times I start wondering if it is practical??
at 5:22 PM
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