PPL Tips?

[Avilator]

Wow that's some complicated stuff in that article. But I'f you think hard about most of the stuff it does make perfect sense... mostly.

Opening the throttle doesn't necessarily increase airspeed but altitude because the wings are converting the extra energy into altitude. So to gain airspeed not altitude you must counter act the lift created by the wings. Is this right or am I an idiot?:huh:

 

If you add power, you must lower the nose if you wish to maintain your current vertical speed, and your airspeed will increase. In a single-engine aircraft with a low-mounted tail such as the Cessna 172, this occurs because more air is suddenly being pushed over the horizontal stabilizer, which makes it more effective and pitches the nose upwards. (Keep in mind that the tail pushes down.) The exact opposite is true when you reduce power.

In an aircraft where the engines blow air over the wings, an increase in lift will precede an increase in speed, which may cause different behaviors depending on the design of the aircraft. Your pitch attitude will still have to change, not because of the engines pushing air over the tail, but because of the increased forward speed pushing more air over the tail.

 

I hope I'm not too confusing here.:book::)

[Chrisakky]

If you add power, you must lower the nose if you wish to maintain your current vertical speed, and your airspeed will increase. In a single-engine aircraft with a low-mounted tail such as the Cessna 172, this occurs because more air is suddenly being pushed over the horizontal stabilizer, which makes it more effective and pitches the nose upwards. (Keep in mind that the tail pushes down.) The exact opposite is true when you reduce power.

In an aircraft where the engines blow air over the wings, an increase in lift will precede an increase in speed, which may cause different behaviors depending on the design of the aircraft. Your pitch attitude will still have to change, not because of the engines pushing air over the tail, but because of the increased forward speed pushing more air over the tail.

 

I hope I'm not too confusing here.:book::)

 

Thanks for the explanation :thumbup: Not too confusing.

[Avilator]

Thanks for the explanation :thumbup: Not too confusing.

 

No problem!:smilewink:

[EtherealN]

One other thing: don't try to force yourself to rescue a situation if you are losing control of it. A typical IP will be much happier with you telling them to take over than you dragging yourself along to a situation where they MUST take over. (Been there, I once made a WAY short base turn after losing control of my downwind due to crosswind.)

 

Let your IP know if you feel you are losing control, and they can talk you through it or just take over and go through it on the ground. And do err on the ide of caution here - they'll see if you really need them to take over or just need some gentle guidance, and a good IP will sort it out from there. Leave pride at the door and ask for help whenever you need it, helps you learn.

 

And another aspect of that is that sometimes you'll feel worried about getting out of control while you shouldn't, and getting that reassurance from the IP can help you solve the issue. For myself there was such a case where I was getting myself into a PIO problem, and upon asking for assistance he just told me to let go and let it stabilize on it's own for a few seconds. That specific moment was one of the big "AHAH!" moments on my route to my certification.

[monotwix]

I understand that it’s not all about the operation of gliders where the direction of thrust is not taken into account, when it comes to the lift and the angle of attack with the direction of thrust combined, it becomes a different machine.

There it has the difference in stall speeds between going up at full power and coming down at zero power.

I’m not talking about PPL on a Harrier or PPL, I’m just drumming my keyboard.

[EtherealN]

There it has the difference in stall speeds between going up at full power and coming down at zero power.

 

Sorry, but what? This makes no sense.

[Zakatak]

Flying begins tomorrow :D

[monotwix]

Do exactly what it says on the tin, there is a rocket element in this.

[Krebs20]

I'm a little late to this party but congratulations on a great new adventure. The PPL. I don't know what is different between US and Great Britain with training. So I can't help ya with any of the regulations.

 

I do have about 20 hours in a warrior. I did all my training in a 152 and I moved up into a warrior when I started my IFR. One day the warrior was double booked at the airport I move to the Archer. I now know that the warrior is under powered. At least I think it is. The warrior is a very easy airplane to fly. It will "float" more on landing than a cessna. But until you get the chance to fly other aircraft none of this will make any sense.

I wish you the best of luck with all of your training. It may seem like too much to learn but you'll get it.

[Krebs20]

The difference is only 1-2 knots in a cessna. And with a training aircraft that has 30 years on the air frame, even less.

An acrobatic aircraft at an airshow is something else completely. They have the power to fly like a helicopter.

[monotwix]

And they also have the power to fly like complete lunatics, some of them may have started with Private Pilot Licence on one wing and Personal Protective Lunacy on the other.

 

Thanks for the tips slackerD and Krebs20. In addition to those examples I tried to fly F-15 in FC2 with something like: 70 knots, 60 degrees of attitude and 17 degrees of attack and it’s lovely, it’s worth recording a video and putting it on a wall or a fridge.

[636_Castle]

Stupidest, most annoying part to me is the medical certification. Still dealing with all of that.

 

A) Just because I took a medication last February that does not affect flying ability at all does not mean it's a serious concern now.

 

B) My vision is fine in both eyes! They wanted to tell me I had 20/30 vision in one eye because his stupid stone-age machine kept fogging up.

[Chrisakky]

One thing I'm finding after a few lessons is that I'm defiantly not used to the controls of the C150. Especially with the throttle and rudder. The rest I'm fine with but with the throttle and the rudder, when taxing, they are a bit touchy. You push the throttle in slowly, to get the right rpm, and you get nothing... nothing....nothing....nothing... 2000 RPM !!! instructor annoyed. :mad:

 

It's my fault so I seriously need to practice. :joystick: :pilotfly:

[Krebs20]

It's hard to explain in type. But I will try my best.

Hold both brakes, push your throttle in till you get that surge. Pull the throttle back to idle, at the same time take off your brakes.

Done right, you will have just enough power to get you rolling and the idle will keep you rolling. Are you flying a 150 or 152. Tricycle or standard gear?

My experience is in a 152 Tricycle. I always hated the rubber band feel you get off the nose wheel. In some wind you'll find yourself full rudder to maintain your taxi.

[Chrisakky]

It's hard to explain in type. But I will try my best.

Hold both brakes, push your throttle in till you get that surge. Pull the throttle back to idle, at the same time take off your brakes.

Done right, you will have just enough power to get you rolling and the idle will keep you rolling. Are you flying a 150 or 152. Tricycle or standard gear?

My experience is in a 152 Tricycle. I always hated the rubber band feel you get off the nose wheel. In some wind you'll find yourself full rudder to maintain your taxi.

 

Currently I'm in the 150 Tricycle but I'll be moving to the 152 soon. Thanks for the tip:thumbup:

[Avilator]

One other thing: don't try to force yourself to rescue a situation if you are losing control of it.

 

^^^This is the reason that go-arounds were invented. Most people on a flight lesson would rather fly for a few more minutes than crash. During my training, it usually led to a much more comfortable conclusion to the flight.:D

[LawnDart]

One thing I'm finding after a few lessons is that I'm defiantly not used to the controls of the C150. Especially with the throttle and rudder. The rest I'm fine with but with the throttle and the rudder, when taxing, they are a bit touchy. You push the throttle in slowly, to get the right rpm, and you get nothing... nothing....nothing....nothing... 2000 RPM !!! instructor annoyed.

 

Real airplane controls are touchy, however, you normally have tons more "feedback", i.e. seat of the pants / you can feel how much to move the controls.

 

Then there's also the uniqueness to each airplane. Maybe the 150 you're flying now has a laggy and sticky throttle (each airplane has its own temper), but in general you'd want to be smooth on all control inputs. Remember this saying:

"Slow is smooth, smooth is fast."

[Chrisakky]

Real airplane controls are touchy, however, you normally have tons more "feedback", i.e. seat of the pants / you can feel how much to move the controls.

 

Then there's also the uniqueness to each airplane. Maybe the 150 you're flying now has a laggy and sticky throttle (each airplane has its own temper), but in general you'd want to be smooth on all control inputs. Remember this saying:

"Slow is smooth, smooth is fast."

 

Got it, tnx