Rudder issues
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As a PPL Student myself of 34hrs; what I can say is been there and working through it. I still occasionally forget the balance ball...but as the others say, a lot of it is feel and experience. My instructor suggested sitting in a chair at home and "work" the rudder pedals and the throttle as practice. As bizarre as this seems it helped. I kept on getting which rudder to use mixed up too...and my taxiing abilities were appalling 
...however, one rudder incident and much practice later, now I can taxi whilst talking to my instructor about something entirely different...
My instructor showed me how much rudder was needed on take off when he took his feet off the rudder, totally leaving it to me...that drastic illustration really showed me how much rudder i needed to apply - and in which direction! He still has to remind me to look at the ball, so i am by no means perfect......just keep practising.
One of my problems was cockpit stance. I didn't realise how much it was affecting my rudder control until the CFI pointed out that my legs looked to stretched and advised on how i should sit. Silly little thing, and fairly obvious really, but once i changed my stance...my rudder control improved! Maybe discuss with your QFI?
The other things which I think has been touched on, is footwear. Now I know that some of the community will not favour this idea, (and am prepared for the consequences of saying so!) but I always fly in proper military flying boots. Thin soled, comfy, robust, warm and support in the right areas; perfect for feeling and working the pedals..and for grip when standing on the wing of the aircraft.
so, you'll get there...I am!
...however, one rudder incident and much practice later, now I can taxi whilst talking to my instructor about something entirely different...
My instructor showed me how much rudder was needed on take off when he took his feet off the rudder, totally leaving it to me...that drastic illustration really showed me how much rudder i needed to apply - and in which direction! He still has to remind me to look at the ball, so i am by no means perfect......just keep practising.
One of my problems was cockpit stance. I didn't realise how much it was affecting my rudder control until the CFI pointed out that my legs looked to stretched and advised on how i should sit. Silly little thing, and fairly obvious really, but once i changed my stance...my rudder control improved! Maybe discuss with your QFI?
The other things which I think has been touched on, is footwear. Now I know that some of the community will not favour this idea, (and am prepared for the consequences of saying so!) but I always fly in proper military flying boots. Thin soled, comfy, robust, warm and support in the right areas; perfect for feeling and working the pedals..and for grip when standing on the wing of the aircraft.
so, you'll get there...I am!
Last edited by Grob Queen; 16th Oct 2011 at 12:51. Reason: Thought of more ideas!
Genghis the Engineer - pls also see P.M.
Yes and No. I've just chased up the Rule, and it only states 3 landings and take-offs in a Microlight, i.e not type specific. Sorry, but I've never really had to address this until now, and as I also fly G.A. which does require 3 type specific landings, I had a mind-set, but 3 - or 100+ - landings in a G.A. aircraft does not absolve one from the 3 microlight landings, and I wouldn't disagree with that, the lack of inertia does make a difference that requires some consideration.
Yes, the NZ Campaign Against Aviation is alive and well.
You need a type rating for a microlight? and 3 take-offs and 3 landings on type?
But I've not previously heard of any regime which requires a type rating for a microlight aeroplane, .............That does sound like something of a bureaucratic nightmare to exist within.
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(Okay, I could have just said "don't be an arsehole", but if you are going to be such a self-rightous prat, you deserve a little more vitriol).
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Just imagine some poor sod on a budget.
There you are trying to chissel your way to success, and keep the prices up.
Speedbird you ought to be doing it for free mate. ln the current climate for petrol money, since your grasp of light aircraft after all these years is close to the square root of **** all.
l feel embarrassed. And l didn`t even go there with no pension.
lncome down, aviation expensive, invite fresh blood ? Stop the youngsters having a chanch by doing your thing.
While you were at god knows what flight level that club managed to survive.
l truly believe that l`ve had enough of the experts with 40hrs at the back of them.
You have a wealth of experience just share it , expenses only please.
Someone has to.
There you are trying to chissel your way to success, and keep the prices up.
Speedbird you ought to be doing it for free mate. ln the current climate for petrol money, since your grasp of light aircraft after all these years is close to the square root of **** all.
l feel embarrassed. And l didn`t even go there with no pension.
lncome down, aviation expensive, invite fresh blood ? Stop the youngsters having a chanch by doing your thing.
While you were at god knows what flight level that club managed to survive.
l truly believe that l`ve had enough of the experts with 40hrs at the back of them.
You have a wealth of experience just share it , expenses only please.
Someone has to.
Moderator
I guess I'm missing something here... subtext perhaps?
Anyone who posts anything useful here, based upon their experience (40 years sounds good to me) is sharing it. I fly with other pilots from time to time, and point out "little things" which I see. Tough I am not a flying instructor, I have been asked to consider it, and I might one day.
Those who have a wealth of flying experience, can't offer to instruct for "expenses only" or for free, for the very same reason that no private pilot should be offering "expenses only" or "just to build time" flying as a service - that pilot would be taking employment away from someone who has earned the privilage of chargeing for their services.
In all cases, the cost to fly a plane is the total of what a lot of people have to be fairly paid to do their part to keep it int he air. If you want to fly for less, you'll have to find whom of those people is willing to work for less, or nothing.
Perhaps I have missed the theme of your post Overun....
You have a wealth of experience just share it
Those who have a wealth of flying experience, can't offer to instruct for "expenses only" or for free, for the very same reason that no private pilot should be offering "expenses only" or "just to build time" flying as a service - that pilot would be taking employment away from someone who has earned the privilage of chargeing for their services.
In all cases, the cost to fly a plane is the total of what a lot of people have to be fairly paid to do their part to keep it int he air. If you want to fly for less, you'll have to find whom of those people is willing to work for less, or nothing.
Perhaps I have missed the theme of your post Overun....
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go for it DAR there really is something quite special about taking someone from zero sending them solo then seeing them fly off with a license. I still get a buzz years afterwards when i hear what my ex students get up to.
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Mmmm ?
Thick and Thicker. You have no concept of what is at stake.
Enjoy the buzz.
Of course the payees may drop off, but you have your memories to keep
you warm at night.
Anyone out there alive ?
Thick and Thicker. You have no concept of what is at stake.
Enjoy the buzz.
Of course the payees may drop off, but you have your memories to keep
you warm at night.
Anyone out there alive ?
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Just to add to the Flight Simulator query.......I'm 17hrs training for PPL and I DO use flight simulator at home. I have been doing so for many years. F S is useless (even counterproductive) when learning to fly by 'seat of pants' but it is very useful for practising checklists and getting familiar with your cockpit when not flying for real. Flight dynamics in FS are far from real. For instance a perfect flare and landing in FS could get you into serious trouble in the real world, mostly because the real world is not forgiving of getting it wrong. If your not familiar with FS I wouldn't bother confusing your training by starting now. You would be better off with a cockpit poster and your checklists.
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I think there's a bit more that can be gleaned from FS than it's been given credit for. BUT fly the lesson with your instructor first.
Practicing checklists makes use of FS, but doesnt make the most of it. IMO good uses of FS are:
- in the early stages of training practicing recognising the symptoms of a stall. The gauges on screen do what the real ones will. Then practice stall recovery; the procedure is the same and muscle memory makes life easier in the air.
- later add some wind, strong wind, and practice a nav leg using nothing but your calculations. No bloody FS GPS/map or whatever! Just whizz wheel and W/V. This should closely mimic what will happen when doing it for real.
- add some really bad weather and practice your instrument 180 degree turn. The instruments act in same way. Fuddle with VOR tracking, NDB tracking, and position fixing If you go on to achieve an IMC rating FS is very useful. And will reduce flying hours to near if not the minimum. If it worked for a chimp like me...!
Of course the visual picture of the landscape will be awful, as will any kind of angle perception for circuit work and landings I.e. the actual flying of the aeroplane. This is where not to use it.
Finally, remember remember remember to fly the lesson with your instructor first!
Practicing checklists makes use of FS, but doesnt make the most of it. IMO good uses of FS are:
- in the early stages of training practicing recognising the symptoms of a stall. The gauges on screen do what the real ones will. Then practice stall recovery; the procedure is the same and muscle memory makes life easier in the air.
- later add some wind, strong wind, and practice a nav leg using nothing but your calculations. No bloody FS GPS/map or whatever! Just whizz wheel and W/V. This should closely mimic what will happen when doing it for real.
- add some really bad weather and practice your instrument 180 degree turn. The instruments act in same way. Fuddle with VOR tracking, NDB tracking, and position fixing If you go on to achieve an IMC rating FS is very useful. And will reduce flying hours to near if not the minimum. If it worked for a chimp like me...!
Of course the visual picture of the landscape will be awful, as will any kind of angle perception for circuit work and landings I.e. the actual flying of the aeroplane. This is where not to use it.
Finally, remember remember remember to fly the lesson with your instructor first!
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GeeWhizz,
Probably a bit off topic so I'll leave it at this.
I totally agree with you on all of those points. I should have pointed out that I was referring to the earlier stages of training in my comment. Yes, FS is better regarded in terms of NAV work and I've even heard instructors making favourable comments in this regard.
Agree, even with the "best" VFR scenery and addons this is where it falls down really badly (pardon the pun). I have made a few disastrous flares and "hold offs" earlier in my training because I was practicing on FS thinking I was getting ahead. I was wrong and I don't recommend it.
I still fly on FS regularly because I thoroughly enjoy it, but I am now much more aware ofs limitations.
Probably a bit off topic so I'll leave it at this.
I totally agree with you on all of those points. I should have pointed out that I was referring to the earlier stages of training in my comment. Yes, FS is better regarded in terms of NAV work and I've even heard instructors making favourable comments in this regard.
Of course the visual picture of the landscape will be awful, as will any kind of angle perception for circuit work and landings I.e. the actual flying of the aeroplane. This is where not to use it.
I still fly on FS regularly because I thoroughly enjoy it, but I am now much more aware ofs limitations.
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Probably a bit off topic so I'll leave it at this.
Use of rudder... without an aeros certificate its always fun in a 152A to over-use rudder; especially by maintaining a constant cruise power setting (21-2300rpm?) and positively raising the nose into the near vertical, then at about 40kts indicated give it the full left foot (not right foot; this is too easy)!
Moderator
raising the nose into the near vertical, then at about 40kts indicated give it the full left foot
DO NOT tail slide a C 152! The only really weak part of a 150/152 is the whole tail assembly in torque, or negative G, or worse, both together. Tail sliding one of these is just asking to damage the attachment of the tail, and anyone should consider that to be totally terrifying!
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Quote:
(Okay, I could have just said "don't be an arsehole", but if you are going to be such a self-rightous prat, you deserve a little more vitriol).
Excellent instructional technique, may I enquire where you picked that up?
(Okay, I could have just said "don't be an arsehole", but if you are going to be such a self-rightous prat, you deserve a little more vitriol).
Excellent instructional technique, may I enquire where you picked that up?
Piper.Classique,
one would think that AOB9 said it perfectly.
one would think that AOB9 said it perfectly.