Crosswind technique
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Ultralights you are a qualified instructor, what have you been telling your students???
Climb into the headwind, descend into the tailwind, except in a nosewheel when it would be neutral. Not quite so excited about his 1 radio call per circuit and what is a "strip run?"
Climb into the headwind, descend into the tailwind, except in a nosewheel when it would be neutral. Not quite so excited about his 1 radio call per circuit and what is a "strip run?"
Last edited by VH-XXX; 18th Nov 2009 at 11:51.
If it is actually windy enough to lift a wing then you will feel the effect of the wind and be able to apply appropriate control input as required. In other words, apply the input you think is correct, if it doesn't seem to be working, try the other way, if that makes things worse, turn into wind, get on the radio and get someone to walk your wing.
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It's an Aerokprat Foxbat.
Metal tubing, small amount of aluminium skins, fibreglass cowls, semi metal wing (depending on model), very lightweight with a low stall. No doubt a bumpy ride for your $100k+.
Metal tubing, small amount of aluminium skins, fibreglass cowls, semi metal wing (depending on model), very lightweight with a low stall. No doubt a bumpy ride for your $100k+.
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what is a "strip run? Probably the most neglected skill
Also known as a "hover taxi" Idea is to fly almost the length of the runway consistently at 2-3 feet above the runway without gaining / losing alititude at 10kt or so above stall while maintaining perfect directional control. Over the Airwaves describes it way better than I could. Find a nice long runway somewhere, make your normal descent, then just before touching down on the numbers, add enough power to keep the airplane flying just a couple feet above the entire length of the runway at the edge of stall speed. In fact, a properly working stall warning horn should be sounding throughout this exercise (see illustration below).
You will soon discover that this is a far more difficult exercise than you might imagine. Mastery of this procedure requires consummate pitch and power control. Remember, too, to keep the nose pointing directly down the runway (good use of rudder pedals is critical here.)
Look out the side window!
With the nose pitched up in this slow flight condition, it is impossible to see the runway while looking straight ahead in most airplanes. Therefore, do what our tail-dragger friends do. Learn to perform this hover taxi exercise by looking out the side window only. Judge your position over the runway and your altitude by reference to the passing runway edge.
Do it in a crosswind!
It's one thing to hover taxi in calm or slight headwinds. It's quite another to do it effectively with a crosswind component reaching the demonstrated crosswind capability of your airplane.
Therefore, find a day when gusty winds are blowing directly across the runway. Learn to "lean into the wind" (bank in the direction the winds are coming from), then use opposite rudder inputs to keep your airplane perfectly aligned with the runway centerline. Do this until you can perform the maneuver effortlessly.
Also known as a "hover taxi" Idea is to fly almost the length of the runway consistently at 2-3 feet above the runway without gaining / losing alititude at 10kt or so above stall while maintaining perfect directional control. Over the Airwaves describes it way better than I could. Find a nice long runway somewhere, make your normal descent, then just before touching down on the numbers, add enough power to keep the airplane flying just a couple feet above the entire length of the runway at the edge of stall speed. In fact, a properly working stall warning horn should be sounding throughout this exercise (see illustration below).You will soon discover that this is a far more difficult exercise than you might imagine. Mastery of this procedure requires consummate pitch and power control. Remember, too, to keep the nose pointing directly down the runway (good use of rudder pedals is critical here.)
Look out the side window!
With the nose pitched up in this slow flight condition, it is impossible to see the runway while looking straight ahead in most airplanes. Therefore, do what our tail-dragger friends do. Learn to perform this hover taxi exercise by looking out the side window only. Judge your position over the runway and your altitude by reference to the passing runway edge.
Do it in a crosswind!
It's one thing to hover taxi in calm or slight headwinds. It's quite another to do it effectively with a crosswind component reaching the demonstrated crosswind capability of your airplane.
Therefore, find a day when gusty winds are blowing directly across the runway. Learn to "lean into the wind" (bank in the direction the winds are coming from), then use opposite rudder inputs to keep your airplane perfectly aligned with the runway centerline. Do this until you can perform the maneuver effortlessly.
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Why teach such a stupid, unsafe, cowboy manourvre. So low? Why so low? Am I missing something here?
If you wish to do this type of flying, go do your AG rating and a suitably powered aircraft.
This will only bring ultralight flying a bad name.
Maybe I miss the importance of such a negligent act. If its a strip inspection, can be done from 100 ft min, is our eye getting that bad, that it must be done so low?
Ground anyone who does this!!!!
I just read the post again............ Still cant believe what I'm seeing. A trip to the Oaks is due now!!!
If you wish to do this type of flying, go do your AG rating and a suitably powered aircraft.
This will only bring ultralight flying a bad name.
Maybe I miss the importance of such a negligent act. If its a strip inspection, can be done from 100 ft min, is our eye getting that bad, that it must be done so low?
Ground anyone who does this!!!!
I just read the post again............
Still cant believe what I'm seeing. A trip to the Oaks is due now!!!
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Why teach such a stupid, unsafe, cowboy manourvre. So low? Why so low? Am I missing something here?
If you wish to do this type of flying, go do your AG rating and a suitably powered aircraft.
This will only bring ultralight flying a bad name.
Maybe I miss the importance of such a negligent act. If its a strip inspection, can be done from 100 ft min, is our eye getting that bad, that it must be done so low?
Ground anyone who does this!!!!
I just read the post again............ Still cant believe what I'm seeing. A trip to the Oaks is due now!!!
If you wish to do this type of flying, go do your AG rating and a suitably powered aircraft.
This will only bring ultralight flying a bad name.
Maybe I miss the importance of such a negligent act. If its a strip inspection, can be done from 100 ft min, is our eye getting that bad, that it must be done so low?
Ground anyone who does this!!!!
I just read the post again............
Still cant believe what I'm seeing. A trip to the Oaks is due now!!!
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D-J
Just still a little unsure what your trying to say. Certainly correct over flare with power or simply full power and go around. I'm still not sure why such a high risk act is required. before you start, many years ago I used to be paid to fly low.
Just still a little unsure what your trying to say. Certainly correct over flare with power or simply full power and go around. I'm still not sure why such a high risk act is required. before you start, many years ago I used to be paid to fly low.
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40deg south is right, this sort of low flying practice shouldn't be encouraged. I can just see some weekend worrior trying it and copping an engine failure. Not an issue when your wheels are on the deck.
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Bob Miller who is fanatical (to say the least) about flight safety promotes the concept in Over the Airwaves (The Journal for the Proficient Pilot). It's worth reading
If you stall 2 feet above the runwaysurely you will just end up landing?
If you stall 2 feet above the runwaysurely you will just end up landing?
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In theory. Who says you're able to hold it that well? What's to say the pilot wont have a bad reaction to it and either pull back, stall and cartwheel or nose over a plow in. Practice this sort of thing with an experienced instructor who is proficient with this type of training.
Sprucegoose
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Why teach such a stupid, unsafe, cowboy manourvre. So low? Why so low? Am I missing something here?
If you wish to do this type of flying, go do your AG rating and a suitably powered aircraft.
If you wish to do this type of flying, go do your AG rating and a suitably powered aircraft.
One is expected to demonstrate this during a flight test in the US! Hardly a cowboy manoeuvre...