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Old 11-12-2007, 08:31 AM   #1 (permalink)
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Lightbulb The ask an instructor/experienced pilot thread!

I thought it might be a good idea to have a thread wherein pilot candidates (aka student pilots) can ask small questions pertinent to their training, sort of like Rod Machado's column in Flight Training.

By questions I mean small things such as "how to determine proper oil levels on a C-172," "what is the currency requirement for carrying passengers," or "how do I compute groundspeed," i.e. typical training questions centered that don't necessarily require a whole thread to themselves

I know there are a bunch of instructors and commercial pilots on here who will help answer.

So if anyone has such questions please feel free to ask.
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Old 11-12-2007, 08:48 AM   #2 (permalink)
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So I guess if a student asks how to calculate groundspeed I should refrain from an answer of "Push the button"
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Old 11-12-2007, 05:28 PM   #3 (permalink)
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Good idea. I will sticky.
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Old 11-12-2007, 06:50 PM   #4 (permalink)
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good idea!
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Old 11-12-2007, 07:29 PM   #5 (permalink)
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Maybe I should've put my question about where in the FARs to find details on IFR alternate weather minima here...?

Please anyone take a look at my thread - I have the basic, but Red told me about the 400 and 1 option but now I need to know if that is only by Op Spec or if it exists for Part 135 operators....

Thanks
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Old 11-13-2007, 03:17 PM   #6 (permalink)
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That's the thread I was kind of looking for. My question is about delays on the training. Here's my situation. I'm switching jobs, and my new job will take me away for a business/training trip for 10 days. That's 10 days away from training already. Plus, since I'm paying my training from my pocket, I'm going to have to wait my paycheck from my new job overlap the one from my old job(you know, bills come first), so I'm looking forward for at least one month delay. I'm taking the PPL and am actually on X-country flights (dual), and my solo endorsement will expire on November 27(the day of my trip). What's the best way to deal with this delay??? I'm going to seat with my instructor to talk about it, but I wanted a second opinion. Thanks guys.
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Old 11-13-2007, 06:06 PM   #7 (permalink)
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In my experience, a lot of flying, once you reach a certain level, is like riding a bike. That is, you won't forget too much--you might get rusty, but the rust is easily removed with the help of a good advisor.

First, I would suggest that you talk to your instructor before anything else. He/she will be able to give you an idea, based on current estimation of your ability, what will be needed to get you current on your return.

Second, I'd try to fly at least one time during the month. Or play around with flight simulator--anything to keep you hot on the cockpit.

Third, have you passed the written? If not, now's the time. You can use this time to your advantage rather than seeing it in a negative light. If you've already passed the written, dig out the Pilot's Handbook of Aeronautical Knowledge (or equivalent) and start reading. Everyone can use a boost to their knowledge. This particular book (or any other reliable source like Jeppesen) will take your knowledge to new heights. I've never seen a gratuitous mistake in the FAA pubs (not that I'd be able to recognize them, but hey.)

I am sure that others will have good advice. (AHEM)
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Old 11-13-2007, 06:14 PM   #8 (permalink)
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I'll try to fit at least one flight between this gap then. I passed my written already. That was one of the first things I took out of the way, so that is not an issue. The problem will be only my solo endorsement, but I don't think it should be a big deal, right??? Thanks for the advice.
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Old 11-13-2007, 06:19 PM   #9 (permalink)
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Quote:
Originally posted by Kuma
In my experience, a lot of flying, once you reach a certain level, is like riding a bike.
AMEN! I stopped flying for about 6 months in the middle of my private because I got busy with school. I had already soloed and I came back when school got out and a flight or two lost the rust and i had my private by the end of the summer. I was only flying about once a week and finished the ticket in 48hrs. I flew MS flight sim and read a lot of Flying and AOPA Pilot magazines in the down time.
Moral of the story, a month is nothing, barely enough time to lose the polish, much less worry about rust damage.
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Old 11-13-2007, 09:47 PM   #10 (permalink)
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Kuma , how many hours do you have?
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Old 11-13-2007, 09:49 PM   #11 (permalink)
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ghalleon,

My PPL took over 4 years to complete. I had to stop, then i would start back up, then stop. then I went to the gulf for 8 months(damn navy) etc etc. it hurts trust me , the more I fly the more I am in tune. I fly 3 times a week right now and its like riding a bike ,but sometimes I wouldnt fly for a month and I would forget my phonetic alphabet lol.
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Old 11-13-2007, 09:59 PM   #12 (permalink)
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Quote:
Originally posted by ATSMark
Kuma , how many hours do you have?
PM sent.
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Old 11-13-2007, 10:01 PM   #13 (permalink)
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Quote:
Originally posted by ATSMark
ghalleon,

My PPL took over 4 years to complete. I had to stop, then i would start back up, then stop. then I went to the gulf for 8 months(damn navy) etc etc. it hurts trust me , the more I fly the more I am in tune. I fly 3 times a week right now and its like riding a bike ,but sometimes I wouldnt fly for a month and I would forget my phonetic alphabet lol.
Mine took about 15 years to complete if you count the entire decade off from age 20-30.
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Old 11-14-2007, 12:01 PM   #14 (permalink)
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When does "experienced" start?
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Old 11-14-2007, 01:13 PM   #15 (permalink)
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Quote:
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When does "experienced" start?
Whenever you think it does!
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Old 11-14-2007, 01:20 PM   #16 (permalink)
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Quote:
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When does "experienced" start?

It's really a sliding scale, and varies from person to person.

For example, I'm an expirenced 135 pilot, but I'm not an expirenced 747 pilot.
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Old 11-14-2007, 03:48 PM   #17 (permalink)
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I figure if its an area you have some expertise in, or even just something to add that might be helpful, put in your $.02
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Old 11-14-2007, 05:35 PM   #18 (permalink)
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Is there any way to get consistently good at crosswind landings?

Care to share any specific crosswind techniques or tips?


I think I try to hard when I'm confronted with a crosswind. I tend to over think it and overcorrect with the slightest wind changes.

I had a crappy landing today after my instrument lesson. Rwy 18, winds 210 gusting to 20 (10kt right crosswind component). I should be able to handle that well in a 172, but my landing really stunk! I floated a little, right wing down into the wind, but a little too much opposite rudder right before touchdown. Plopped down with a bit of a side load. My instructor even said, "Crap, what was that!?!"


A great hour and a half flight lesson, dampened by a crappy landing...


Oh well, at least we were able to walk away from it.
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Old 11-14-2007, 06:00 PM   #19 (permalink)
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Quote:
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Is there any way to get consistently good at crosswind landings?

Care to share any specific crosswind techniques or tips?



On heavy winds I don't try to make my landing look pretty. I pretty much drive it onto the ground, I come in crabbed all the way to the runway with partial flaps (at normal speed, extra speed will make you float) then kick the rudder to straiten her out as I flare. As soon as I hit the pavement I shove the nose down, retract the flaps and hit the reverser's hard to dump ANY remaining lift and get all the weight on the wheels as quickly as I can to keep the A/C from becoming airborne again.

I know this won't apply to most of you but reversing props are BEAUTIFUL for gusty landings since once in reverse they spoil all the airflow across almost 1/2 the wing!

Also newer pilots seem to have a harder time with the crab and kick method of cross wind landings, so if it helps try slipping down final to get your self lined up.
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Old 11-14-2007, 07:21 PM   #20 (permalink)
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I was taught the crab n kick method originally, then I had an instructor for my commercial who was a stickler for the "stabilized approach." To him, the kick was too drastic an action to make a stabilized approach, so I learned to slip from about 300AGL. I like both methods, but I think the crab n kick works better in higher winds. below 5-7knots crosswind (component) I'll slip, but much higher and I'll definitely crab it in. as for making them pretty, I prefer the airplane stay down rather than looking good. In lighter winds I'll strive for polish but about 10kts crosswind component, I'm trying to stay on the pavement while keeping the gear in one piece, nothing more.
I also discovered that after about 6 hours of aerobatic training, my use of the rudder was much better and the slip was more comfortable than before. I forget what the maneuver is called, but (at altitude of course) you try to keep the longitudinal axis straight while rolling about 30 degrees to either side. this requires opposite rudder and really helps learn to slip.
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