C152 Landing
Join Date: May 2001
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I am 6' and always been full back on the rails in cessna 150/152. Have no problem whats so ever taking control and its bloody uncomfy teaching in them keeping my feet completely clear of the controls for the student.
Hovering or shadowing just winds the student up to hell.
Which is one of the reasons why I hate instructing in the things and much prefer the tommy which is alot more comfy for all concerned.
Hovering or shadowing just winds the student up to hell.
Which is one of the reasons why I hate instructing in the things and much prefer the tommy which is alot more comfy for all concerned.
Join Date: Jan 2012
Location: Breighton Airfield
Age: 29
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I'm on 6 hours training at the moment in a French C150 and loving it, im confident enough to do circuits and my instructor has the confidence in me to not touch the controls the whole flight. When I did my first landing it was the best feeling ever and im pretty sure the instructor didn't touch the pedals even then. Maybe your instructor had a bad turn with a student when he had the rudder on landing/takeoff?. Just tell him you would like to take full control for at least one landing to show him you can do it without bad things happening. On a near solo flight i do find this baffling he doesn't trust you yet.
Join Date: Jan 2009
Location: Oxford, UK
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500 above - that Gulfstream reluctance to depart from Northolt reminds me of an exciting takeoff in a 172 near Baltimore, Maryland. ( Cessnas have toe brakes. My usual chariot has heel brakes.)
I was going to rent a Beechcraft Sundowner, but when the seat was brought forward enough for my short little arms to reach the controls, the seatbelt no longer applied. We had a short trip across the bay with me in the righthand seat, just for the experience, and the instructor tried to frighten me with an engine failure scenario (not a problem if you usually don't have any engine to worry about). But on our return I said I guess I better rent your 172 instead, lets have a quick circuit just to make sure, so we strapped in after a hasty DI, and made for the runway. Instructor was in a hurry because his next lesson was due. I'm sure you can figure out what was set up to happen next.
Anyhow, rolled onto the runway, no traffic at all. Full power. Began to roll. Not a lot. In fact the brakes were grabbing at the wheels. Halfway down the runway we had only accelerated to 45 mph, the poor bird really wanted to fly, so I hoiked it off, and we roared over the treetops, collecting some sample leaves and scaring the squirrels. The instructor just sat there numb. I said, the brakes were grabbing, do you think the handbrake may still be set? He thought that might be the case. I said better land on the grass, just in case they are still set.....so I did, and asked him to do the next takeoff, which was without any problem. Halfway down the downwind leg, I realised what I had done wrong....and had been blaming it on the airplane.
They still rented it to me.
I was going to rent a Beechcraft Sundowner, but when the seat was brought forward enough for my short little arms to reach the controls, the seatbelt no longer applied. We had a short trip across the bay with me in the righthand seat, just for the experience, and the instructor tried to frighten me with an engine failure scenario (not a problem if you usually don't have any engine to worry about). But on our return I said I guess I better rent your 172 instead, lets have a quick circuit just to make sure, so we strapped in after a hasty DI, and made for the runway. Instructor was in a hurry because his next lesson was due. I'm sure you can figure out what was set up to happen next.
Anyhow, rolled onto the runway, no traffic at all. Full power. Began to roll. Not a lot. In fact the brakes were grabbing at the wheels. Halfway down the runway we had only accelerated to 45 mph, the poor bird really wanted to fly, so I hoiked it off, and we roared over the treetops, collecting some sample leaves and scaring the squirrels. The instructor just sat there numb. I said, the brakes were grabbing, do you think the handbrake may still be set? He thought that might be the case. I said better land on the grass, just in case they are still set.....so I did, and asked him to do the next takeoff, which was without any problem. Halfway down the downwind leg, I realised what I had done wrong....and had been blaming it on the airplane.
They still rented it to me.
Join Date: Jun 2002
Location: Wor Yerm
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...and my instructor has the confidence in me to not touch the controls the whole flight.
PM
you a bad man pilt 
Moderator
Back before I was a truly responsible pilot, I was asked to ferry a 172 up to another local airport, rather than taking my plane as intended. The 172 had just had an inspection, and was needed up there for training. It was not convenient for me, but I did as a favour.
When I taxied out on the grass, it was pulling to the left. I saw that wheel would not turn. It seemed very happy to slide on the wet grass, and I was late already, so I tried a takeoff roll/slide. It was fine on the grass, and I was airborne pretty well as normal. Upon arrival, I landed on the grass runway, still wet with the morning dew, and taxied up to the pave ramp. I stopped short, and shut down. The instructor who had arranged all of this at the last minute gave me a foul look, and asked why I had not taxied all the way in.
I told him: "you'll figure it out....", and handed him the keys.
Apparently when the maintainer swapped out a brake part, he did not think to actually check it was the right part, and that the brake functioned properly. One of my many lessons on being very careful with recently maintained airplanes.....
When I taxied out on the grass, it was pulling to the left. I saw that wheel would not turn. It seemed very happy to slide on the wet grass, and I was late already, so I tried a takeoff roll/slide. It was fine on the grass, and I was airborne pretty well as normal. Upon arrival, I landed on the grass runway, still wet with the morning dew, and taxied up to the pave ramp. I stopped short, and shut down. The instructor who had arranged all of this at the last minute gave me a foul look, and asked why I had not taxied all the way in.
I told him: "you'll figure it out....", and handed him the keys.
Apparently when the maintainer swapped out a brake part, he did not think to actually check it was the right part, and that the brake functioned properly. One of my many lessons on being very careful with recently maintained airplanes.....
Join Date: Aug 2012
Location: Wales
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Hi, I am sure from my first PPL lesson, I was told to use the rudder pedals to taxi, and maintain the nose wheel on the yellow lines all the way around the airfield, even on the 90 degree corners, of which there were many.
For my first T/O at 4 hours, the instructor said to wait for 60 knots, so I watched the ASI... 45, 50, 55.... Then he said 'Watch where you are going', as we were about to mow down the runway edge lights! Still not too sure if this was an instructor induced rudder control, but I certainly remember that lesson.
If the OP has no idea of what the rudder pedals, and brakes do, he should be asking more questions.
For my first T/O at 4 hours, the instructor said to wait for 60 knots, so I watched the ASI... 45, 50, 55.... Then he said 'Watch where you are going', as we were about to mow down the runway edge lights! Still not too sure if this was an instructor induced rudder control, but I certainly remember that lesson.
If the OP has no idea of what the rudder pedals, and brakes do, he should be asking more questions.
DAR, "responsible pilot" is an oxymoron.
Join Date: Aug 2005
Location: Glens o' Angus by way of LA
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I have no opinion on if the instructor is right or wrong as I'm not qualified to give an opinion, but from a low time VFR duffer who also learned in a 152 , I would not sweat the details of the steering thing in the kind of winds a student is landing in initially as trike keeps itself pretty much straight and you will get a feel for the application of rudder naturally , the biggest thing that helped me learn to do a half decent landing was always reminding myself when entering the flare to look right down the end of the runway (EVERYTIME) to get a better gauge of where you are above the ground and not solely"localise" your perception of your position by looking just over the cowling.
Again I am NOT an instructor, but perhaps a tip that worked for me may help you. As mentioned in another post here before you fly a particular model of plane I strongly advise reading the POH from cover to cover then going out and poking around the plane with book in hand to get the best understanding of the entire craft and systems as possible, If you are in the 152 for your entire training go on to the lycoming website and download the operators manual for the engine model you have, in addition to guidance on best operator practices such as carb heat use, starting and power settings etc, it gives you a better understanding of the engine that may not be covered as part of the PPl syllabus.
Good luck with your training.
Again I am NOT an instructor, but perhaps a tip that worked for me may help you. As mentioned in another post here before you fly a particular model of plane I strongly advise reading the POH from cover to cover then going out and poking around the plane with book in hand to get the best understanding of the entire craft and systems as possible, If you are in the 152 for your entire training go on to the lycoming website and download the operators manual for the engine model you have, in addition to guidance on best operator practices such as carb heat use, starting and power settings etc, it gives you a better understanding of the engine that may not be covered as part of the PPl syllabus.
Good luck with your training.
Last edited by piperboy84; 2nd Mar 2013 at 18:30.
