That grain of wisdom....
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People usually forget clothing, headsets and bags as well. Once I had woman with a small purse of over 2kg... I don't wanna know what was in there 
The aircraft I fly is always on its rear CG limit before being too heavy, and those "little bags" really add up in the back.
The aircraft I fly is always on its rear CG limit before being too heavy, and those "little bags" really add up in the back.
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Scales?
'That's what the scales at the flying club are for'.
This fascinates me. I can't say I can recall ever having seen scales at a flying club - ever. And on returning to flying in 2005 I visited about 12 flying clubs across the South-east of England over a period of two years. Although I do agree scales should be provided and their use by all personnel intending to fly mandated.
Personally, I never took passengers with me when flying and I always weighed myself and my kit on the bathroom scales at home. (My instructors always knew their own weight). So the absence of scales at the club or flying school never bothered me. I assumed most others must have done the same.
In the fifties even airline passengers had to be weighed before boarding; (in the days when BEA operated DC3s and Viscounts).
So which flying clubs do provide scales for members' use?
Regards,
BP.
This fascinates me. I can't say I can recall ever having seen scales at a flying club - ever. And on returning to flying in 2005 I visited about 12 flying clubs across the South-east of England over a period of two years. Although I do agree scales should be provided and their use by all personnel intending to fly mandated.
Personally, I never took passengers with me when flying and I always weighed myself and my kit on the bathroom scales at home. (My instructors always knew their own weight). So the absence of scales at the club or flying school never bothered me. I assumed most others must have done the same.
In the fifties even airline passengers had to be weighed before boarding; (in the days when BEA operated DC3s and Viscounts).
So which flying clubs do provide scales for members' use?
Regards,
BP.
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My grain of wisdom
I'm old in years but not in hours, but this is the main thing that underpinned my flying until I was compelled to pack in a few years ago on financial grounds.
I would say that to be a good pilot you need to be thorough, organised and meticulous, especially with the boring bits that you have to do on the ground, such as checking Met and NOTAMS. (How many times has a Red Arrows display been called off because some idiot has blundered into their display space because he/she clearly has not checked NOTAMS)?
Being meticulous and thorough, however, requires TIME. So it is necessary to arrive at the aerodrome with a good couple of hours to devote to it.
Every good flight commences with sound preparation on the ground. I made a checklist of all the preparations that had to be completed, or calculations made before flying, and laminated it in plastic. This could then be used every time I flew, completed items being ticked off with my permanent marker pen and the whole being wiped clean later in the day with some meths and a rag.
When carrying out a pre-flight inspection, (I hate the term 'walk-around check',) I would do the same things in the same order, so that if I was temporarily distracted then on resuming my check I knew exactly where I was up to.
Even my pilot case was divided up into compartments by partitions made from strong corrugated cardboard and packing tape so that everything I needed to fly had its proper place and its presence could be easily checked.
Well that's my two penneth.
Regards,
BP.
I would say that to be a good pilot you need to be thorough, organised and meticulous, especially with the boring bits that you have to do on the ground, such as checking Met and NOTAMS. (How many times has a Red Arrows display been called off because some idiot has blundered into their display space because he/she clearly has not checked NOTAMS)?
Being meticulous and thorough, however, requires TIME. So it is necessary to arrive at the aerodrome with a good couple of hours to devote to it.
Every good flight commences with sound preparation on the ground. I made a checklist of all the preparations that had to be completed, or calculations made before flying, and laminated it in plastic. This could then be used every time I flew, completed items being ticked off with my permanent marker pen and the whole being wiped clean later in the day with some meths and a rag.
When carrying out a pre-flight inspection, (I hate the term 'walk-around check',) I would do the same things in the same order, so that if I was temporarily distracted then on resuming my check I knew exactly where I was up to.
Even my pilot case was divided up into compartments by partitions made from strong corrugated cardboard and packing tape so that everything I needed to fly had its proper place and its presence could be easily checked.
Well that's my two penneth.
Regards,
BP.
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So which flying clubs do provide scales for members' use?
There's always the danger that if you do something helpful like provide scales they'll be removed by some H&S bod on the grounds that they're not calibrated. Thus forcing you to use the bathroom scales at home, which ... guess what! ... aren't calibrated either.
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Assure the configuration of your aircraft (wheels, flaps, engine controls, fuel, etc.) before you do the next thing with it. Use a checklist if you like, but assure the configuration no matter what....
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Airspeed
airspeed, airpseed, airspeed! I passed my PPL in March last year, 2014. this was drilled into me all the time.
Great advice, as often I would be looking external and my airspeed whilst not critical at critical points such as turn on final or takeoff - it was too close for comfort because i had been distracted!
Now its always correct and safe airspeed first.
I intend to complete my IMC this year and an Aero's course, all to help improve my flying and experience.
Ps, I am neither old or experienced but always look on here for experienced hands and advice, this is a great thread to learn from.
regards
Tris
Great advice, as often I would be looking external and my airspeed whilst not critical at critical points such as turn on final or takeoff - it was too close for comfort because i had been distracted!
Now its always correct and safe airspeed first.
I intend to complete my IMC this year and an Aero's course, all to help improve my flying and experience.
Ps, I am neither old or experienced but always look on here for experienced hands and advice, this is a great thread to learn from.
regards
Tris
PPLVirgin
I call the ASI "the devils instrument" because falling under its siren spell is the beginning of the path to the aviation hell of inhabited by airplane drivers, not pilots.
I highly recommend you find a good instructor and go fly a bunch of circuits with the ASI covered. You will find that attitude plus power will always give you the desired airspeed and you can recognize the beginnings of gross deviations from the ideal by the feel of the controls
I call the ASI "the devils instrument" because falling under its siren spell is the beginning of the path to the aviation hell of inhabited by airplane drivers, not pilots.
I highly recommend you find a good instructor and go fly a bunch of circuits with the ASI covered. You will find that attitude plus power will always give you the desired airspeed and you can recognize the beginnings of gross deviations from the ideal by the feel of the controls
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Yeah, I've got to agree with BPF on the ASI issue. THe ASI is a wonderful instrument for assuring you that you're not flying the plane too fast (for those GA types capable anyway!). For slower flight, I would rather see the momentum/inertia, and flight path managed (which requires zero reference inside the cockpit in VFR flying). Feel the plane, and the momentum you carry, then consider the trend, and the available flight path. Do they all sum up to look good?
If you have honed this important "eyes out" skill, the rest of the flying is going to work out very well.
If you have honed this important "eyes out" skill, the rest of the flying is going to work out very well.
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AIRSPEED...stop looking at the instruments.....
Forget what that guy said, if you were looking out for traffic you had your priorities RIGHT.
Of course in PPL training, they don't practice spins any more, but I certainly hope you could recognise approach to a stall? Even though some airline pilots have a problem with Airspeed, in any light aircraft or glider if you have ANY airmanship at all, you can FEEL your airspeed is OK. You don't have to nail it!
(Though it is useful to maintain proper approach speed when on approach; a quick glance at the ASI from time to time should do.)
Like I keep telling everybody, to become a good pilot, learn to fly WITHOUT an engine....in gliders. That will give you the true basics.
And LOOKOUT is the one that can save your life if it is your habit to always be aware of whats coming at you! After you have your ATPL, then you can blame the controller....
Of course in PPL training, they don't practice spins any more, but I certainly hope you could recognise approach to a stall? Even though some airline pilots have a problem with Airspeed, in any light aircraft or glider if you have ANY airmanship at all, you can FEEL your airspeed is OK. You don't have to nail it!
(Though it is useful to maintain proper approach speed when on approach; a quick glance at the ASI from time to time should do.)
Like I keep telling everybody, to become a good pilot, learn to fly WITHOUT an engine....in gliders. That will give you the true basics.
And LOOKOUT is the one that can save your life if it is your habit to always be aware of whats coming at you! After you have your ATPL, then you can blame the controller....
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I've said it before, been round the circuit at least twice with the pitot cover still on. I can't recall what the threshold speed is that I use. All down to my instructors beating "attitude" into me. Gliding I remember an old Polish guy who flew with almost no instruments in the panel being asked " how do you know how high you are?" "When my fag goes out it's high enough". Reliance on a bunch of numbers in a light aircraft is a nonsense. What is Vr? FFS.
On my first solo I inadvertently left the alternate static open reducing the ASI by about 10 knots. On a gusty day in a Tomahawk I'm very glad I trusted my intuition that there was something wrong and added a fair bit extra.
Guys.
I know you mean well, but please stop telling newly qualified pilots that it's somehow 'cool' to ignore their ASIs during critical phases of flight, and to rely instead upon some mysterious sense of 'feel' they have not yet sufficiently developed.
Tris.
In time you will develop an inceasing 'sense' of what 'feels like' the right speed for various situations, but even then, you will use it in combination with the ASI. Have a great time with the IMC and aeros. Both of these will help develop that sense of 'feel'.
MJ
I know you mean well, but please stop telling newly qualified pilots that it's somehow 'cool' to ignore their ASIs during critical phases of flight, and to rely instead upon some mysterious sense of 'feel' they have not yet sufficiently developed.
Tris.
In time you will develop an inceasing 'sense' of what 'feels like' the right speed for various situations, but even then, you will use it in combination with the ASI. Have a great time with the IMC and aeros. Both of these will help develop that sense of 'feel'.
MJ
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but please stop telling newly qualified pilots that it's somehow 'cool' to ignore their ASIs during critical phases of flight, and to rely instead upon some mysterious sense of 'feel' they have not yet sufficiently developed.
so they best have a plan B
Once due to rain water in the system - and a water-ballasted Open class glider behind me. I elected to continue the takeoff rather than risk having the glider run into me, if I aborted.
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thanks MJ - good advice as always.
India Four Two - on your second point - in my naivety i would think that was pretty dangerous to continue as you might have put yourself in iminent danger? or were you aware that a glider behind would have been critical and needed to land anyway?
I know when my abort line is and what my ASI should be, so until i have much more extensive experience(although even then) if the ASI is not working I would probably abort - surely this is the safest thing to do at all times?
regards
Tris
India Four Two - on your second point - in my naivety i would think that was pretty dangerous to continue as you might have put yourself in iminent danger? or were you aware that a glider behind would have been critical and needed to land anyway?
I know when my abort line is and what my ASI should be, so until i have much more extensive experience(although even then) if the ASI is not working I would probably abort - surely this is the safest thing to do at all times?
regards
Tris
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PPLvirgin, you sure have been brainwashed! I think you need to fly with a gnarly old instructor and ASK HIM TO COVER UP YOUR ASI!!!! If you have more than 20 hours solo, you will be pleasantly surprised that you can actually survive without being glued to the instruments.
India Four Two is plenty experienced or he wouldn't be a tug pilot. and he correctly weighed up the risks. If you are not actually flying in Instrument Flying Condition, even an average pilot can manage without most of them.
Do I need an ASI? no, not even on approach. three times flew with the pitot tubes taped up (my mistake, but no problem). And Altimeter? Cows get bigger. Trees look quite detailed. Radio up the duff? who needs a radio anyhow? GPS? follow the road. Or the shoreline.
The only thing that will spoil your entire day is meeting another aircraft which you fail to notice. Because you were fixing your attention inside the cockpit instead of outside.
India Four Two is plenty experienced or he wouldn't be a tug pilot. and he correctly weighed up the risks. If you are not actually flying in Instrument Flying Condition, even an average pilot can manage without most of them.
Do I need an ASI? no, not even on approach. three times flew with the pitot tubes taped up (my mistake, but no problem). And Altimeter? Cows get bigger. Trees look quite detailed. Radio up the duff? who needs a radio anyhow? GPS? follow the road. Or the shoreline.
The only thing that will spoil your entire day is meeting another aircraft which you fail to notice. Because you were fixing your attention inside the cockpit instead of outside.
surely this is the safest thing to do at all times?
What if, by the time you realise, there isn't enough time to stop before the end of the runway?
What if your aircraft doesn't have an ASI? My very first aircraft didn't. And I'm not talking about radio control ones. Though their pilots seem to manage pretty well too.