Oh phew, I don't have much further to go.
(Just kidding you-- I know that it's a "license to learn" and I'm always glad to keep learning!).
I did an overhead break on Sunday!
- Thread starter kimberlyanne546
- Start date
(Just kidding you-- I know that it's a "license to learn" and I'm always glad to keep learning!).
kimberlyanne546
Final Approach
Thanks, agreed, I don't think she should be so picky, but then again, I want to have fun on my cross countries (the reason I'm "shopping" for someone to split hours with).....
What I've learned is the pilot to pilot relationship is based loosely on skill but mostly on personality. In other words, who would want to spend time cramped in a tiny cockpit with someone they wouldn't want to spend time with on the ground?
When my friend, Eric, here on POA, saw my "interesting" landings a few weeks ago, he knew I'd barely flown the bigger plane and was understanding of my struggles. He's flying with me again on Sunday, same plane. Since the last flight with him, I will have 2-3 hours dual practicing landings and approaches. He knows I'm working on my skills.
dell30rb
Final Approach
She has issues. Don't worry about her being critical of your flying.
dell30rb
Final Approach
When approaching an unseen airport with multiple runways (or maybe in sight, but can't make out the runways yet) how do you orient yourself to the airport and know what direction you will be landing?
I always look at the DG. Remember the runway number is what heading you'll be flying on final, so if you look at the DG you can picture what direction you'll be flying when you land. As the runways come into sight, look back at your DG, picture which way you'll be flying when you land and then look back up at the airport, picture yourself flying that direction over the airport and you can see what runway is "32" or whatever
I always look at the DG. Remember the runway number is what heading you'll be flying on final, so if you look at the DG you can picture what direction you'll be flying when you land. As the runways come into sight, look back at your DG, picture which way you'll be flying when you land and then look back up at the airport, picture yourself flying that direction over the airport and you can see what runway is "32" or whatever
alfadog
Final Approach
I scared off two folks on the way back from Sun 'n' Fun 2011. I had just gotten my complex and was flying the school's Arrow to SnF. The school had organized a fly-away with all their aircraft and I had my friend and two non-pilots that the school had hooked me up with. Due to the full load, I did not have enough fuel for the round trip and did not know if there was fuel at SnF so I figured a fuel stop at a little nearby field, KCHN, on the way back. The airplane had no GPS and I had planned everything using VOR's.
After departing SnF with at least 90 minutes fuel. I turn toward KCHN. The non-pilot girl is in front and I am letting her fly. I start to dial in the LAL VOR and am getting nothing. My guess is the storm had knocked it out. Decide to look for KCHN visually and ask my trusty navigator, now in back to help out. "I can't see anything from back here." "Well, switch and come up front." "No no no, not doing that." Since discovered he is absolute cr*p at pilotage.
Anyway we don't see it and my handheld GPS is not aquiring so I look at the sectional, find the nearest field with a working VOR, and head there. KSRQ. Dial it in on the VOR, set the outbound radial from the compass rose on the chart (see where this is going?) and fly. Notice the DME is not decreasing, it is increasing. Oops, figure out I set it up wrong and am reverse-sensing. OK, less than 10 minutes lost there, still plenty of fuel. Non-pilot pax are freaking.
Now we are in touch with approach and they vector us around a bit for sequencing. Non-pilot pax are freaking more. I am trying to spot the field. Remember what I said about the difficulty I had spotting fields on these kind of long-final approaches. Non-pilot pax continue to freak. By now, their continuous freaking has me rattled and I land hard. Non-pilot pax decide they are done with me and rent a car. My pilot friend and I enjoy a beautiful night flight home.
What is this about, Kim? That you will make errors. That you will survive and your pax will, too. If you never make errors then you never really learn. I "knew" about reverse sensing, now I know about it. I won't make that mistake again. Now, I would just ask ATC for a vector to KCHN. Etc. Lessons learned.
Oh, and there was at least 45 minutes fuel left in the tanks.
edit: Uh-oh, just saw that I "pulled a Kimberly". Good thing you got your story in first, Kim, otherwise we would be "pulling alfadogs".
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kimberlyanne546
Final Approach
I know life isn't full of roses.
I don't want anyone telling me I did a good job, I can find DOZENS of things wrong with each and every one of my flights.
Just haven't had anyone I "scared off" from my flying before. Then again, it was a very bad day.
Here is my take away:
1. I am a lot worse than I thought. I mean this, mostly with radios at towered airports. Also with taxiway / runway signs. Not good when for a moment you steer towards "Alpha" instead of "Runway one nine" especially during a "no delay" clearance when you can see the other plane on a very short final above you and you need to hurry up and not be confused. There was an accident recently related to these types of two intersecting runway airports, so the FAA is "fixing" these v-shaped runways and soon I won't have the same choices like I did at that intersection.
2. I am not doing well in large, near max gross, fully passenger loaded, four seater airplanes. Since the "fun stuff" in flying often comes with trips, passengers, etc. I need to work on this and take it seriously.
3. I am more distracted than I thought and "minimum planning" isn't cutting it. I need to ask for a sterile cockpit (even if it is a CFI talking).
4. As tough as it is for me to accept, this type of flying is "ok" for now. I wrote the CFI after the lesson about my concerns and he wrote back that he flies with a lot of pilots and in general I didn't do anything to alarm him. I want to improve but the fact is I have to do that by flying more often.
kimberlyanne546
Final Approach
I scared off two folks on the way back from Sun 'n' Fun 2011. I had just gotten my complex and was flying the school's Arrow to SnF. The school had organized a fly-away with all their aricraft and I had my friend and two non-pilots that the school had hooked me up with. Due to the full load, I did not have enough fuel for the round trip and did not know if there was fuel at SnF so I figured a fuel stop at a little nearby field, KCHN, on the way back. The aiplane had no GPS and I had planned everything using VOR's.
After departing SnF with at least 90 minutes fuel. I turn toward KCHN. The non-pilot girl is in front and I am letting her fly. I start to dial in the LAL VOR and am getting nothing. My guess is the storm had knocked it out. Decide to look for KCHN visually and ask my trusty navigator, now in back to help out. "I can't see anything from back here." "Well, switch and come up front." "No no no, not doing that." Since discovered he is absolute cr*p at pilotage.
Anyway we don't see it and my handheld GPS is not aquiring so I look at the sectional, find the nearest field with a working VOR, and head there. KSRQ. Dial it in on the VOR, set the outbound radial from the compass rose on the chart (see where this is going?) and fly. Notice the DME is not decreasing, it is increasing. Oops, figure out I set it up wrong and am reverse-sensing. OK, less than 10 minutes lost there, still plenty of fuel. Non-pilot pax are freaking.
Now we are in touch with approach and they vector us around a bit for sequencing. Non-pilot pax are freaking more. I am trying to spot the field. Remember what I said about the difficulty I had spotting fields on these kind of long-final approaches. Non-pilot pax continue to freak. By now, their continuous freaking has me rattled and I land hard. Non-pilot pax decide they are done with me and rent a car. My pilot friend and I enjoy a beautiful night flight home.
What is this about, Kim? That you will make errors. That you will survive and your pax will, too. If you never make errors then you never really learn. I "knew" about reverse sensing, now I know about it. I won't make that mistake again. Now, I would just ask ATC for a vector to KCHN. Etc. Lessons learned.
edit: Uh-oh, just saw that I "pulled a Kimberly". Good thing you got your story in first, Kim, otherwise we would be "pulling alfadogs".
Thank you, I think she freaked out when the CFI asked me "so Kimberly now that we have reviewed your flight planning and WB, what did you plan on for fuel?" And I was climbing up, sticking the tanks at that time, about 12 - 14 gallons per side. I said simply, "I did not plan for fuel." You could feel her disapproval. So he says, "Well, how much do you think we need?" I said, she has to be back at 12 sharp, we can't fly for more than 1-2 hours, 8 gallons per hour AT THE MOST plus about 1 for runup and taxi, plus about an hour extra for my comfort zone though FAA only requires thirty minutes, so let's say 25 gallons or so." He seemed OK that I could do that without looking at the POH but I think she was bummed I didn't plan for fuel. Reason being, most schools fill the tanks. This would have been more than enough fuel. I didn't expect them to be as empty as they were. We ended up with only 1.1 hobbs, so no big deal.
kimberlyanne546
Final Approach
I scared off two folks on the way back from Sun 'n' Fun 2011. I had just gotten my complex and was flying the school's Arrow to SnF. The school had organized a fly-away with all their aircraft and I had my friend and two non-pilots that the school had hooked me up with. Due to the full load, I did not have enough fuel for the round trip and did not know if there was fuel at SnF so I figured a fuel stop at a little nearby field, KCHN, on the way back. The airplane had no GPS and I had planned everything using VOR's.
After departing SnF with at least 90 minutes fuel. I turn toward KCHN. The non-pilot girl is in front and I am letting her fly. I start to dial in the LAL VOR and am getting nothing. My guess is the storm had knocked it out. Decide to look for KCHN visually and ask my trusty navigator, now in back to help out. "I can't see anything from back here." "Well, switch and come up front." "No no no, not doing that." Since discovered he is absolute cr*p at pilotage.
Anyway we don't see it and my handheld GPS is not aquiring so I look at the sectional, find the nearest field with a working VOR, and head there. KSRQ. Dial it in on the VOR, set the outbound radial from the compass rose on the chart (see where this is going?) and fly. Notice the DME is not decreasing, it is increasing. Oops, figure out I set it up wrong and am reverse-sensing. OK, less than 10 minutes lost there, still plenty of fuel. Non-pilot pax are freaking.
Now we are in touch with approach and they vector us around a bit for sequencing. Non-pilot pax are freaking more. I am trying to spot the field. Remember what I said about the difficulty I had spotting fields on these kind of long-final approaches. Non-pilot pax continue to freak. By now, their continuous freaking has me rattled and I land hard. Non-pilot pax decide they are done with me and rent a car. My pilot friend and I enjoy a beautiful night flight home.
What is this about, Kim? That you will make errors. That you will survive and your pax will, too. If you never make errors then you never really learn. I "knew" about reverse sensing, now I know about it. I won't make that mistake again. Now, I would just ask ATC for a vector to KCHN. Etc. Lessons learned.
Oh, and there was at least 45 minutes fuel left in the tanks.
edit: Uh-oh, just saw that I "pulled a Kimberly". Good thing you got your story in first, Kim, otherwise we would be "pulling alfadogs".
Another response to your story: If I am to develop into the type of pilot some people on here already are, and if I start talking like them and thinking like them, I would say to you this:
You did VERY WELL. Many things went wrong on your flight, and with each "bad" thing you figured out a work-around. Even when multiple work-arounds failed, you had more and more. Using passengers for help, GPS, sectional, even ATC. And you even questioned an instrument when it wasn't doing what you expected, then realized pilot error. Why those folks got out of your plane, I don't know. I would have stayed and liked you more as a pilot.
alfadog
Final Approach
Thanks. The pax were non-pilots. The girl remarked "Maybe this sort of thing (equipment issues, navigation errors, worried about fuel) goes on in a commercial flight but the door to the cockpit is closed and I don't know anything about it." My pilot friend, who is about my equal as pilot - better at some things and worse at others - had no problem.
dell30rb
Final Approach
Ha I have gotten some funny looks from pax when I stick the tanks and go "ehhh... we got enough"
I have learned to give a little explanation as I am checking the fuel level.
I have learned to give a little explanation as I am checking the fuel level.
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kimberlyanne546
Final Approach
Unfortunately, with your story and mine, this just reinforces the fact that women / girls don't like to fly as much as men. I keep trying to explain this to my boyfriend but he doesn't believe me.
Come to think of it, the only girl I've had in my plane was dating a male student pilot - who had treated her to a lesson that very same day. She comes to all my EAA meetings with him, so I would not consider her a "non pilot pax." No females, of the non pilot variety, have jumped into my plane just yet. When I showed the tiny 150 to the boyfriend's two younger sisters, all proud and excited that I'd made such a long journey on my own, they wouldn't go near the thing! They said things to us like "wait, you flew here in THAT THING?" or "why is it moving, it looks like it will fall apart (winds)".
alfadog
Final Approach
When we landed for fuel, she went straight to the ladies room and threw up. Her boyfriend told me they had a condo nearby and would rent a car. They paid their share of the flight rental although I did not ask them for the share of time on the plane after they got out. I had no problem at all with their decision and was not upset by it. I did think it a bit rude that the boyfriend never replied to my attempts to contact him after. But that was no biggie, either.
alfadog
Final Approach
My experience is that non-pilot friends in general want nothing to do with your flying thing.
Jaybird180
Final Approach
Jaybird180
Final Approach
[WARNING- HARSH WORDS COMING]
I understand Kim that you don't want to be placated. However, people with greater experience and wisdom than you have appriased your flying and decision makng in numerous threads. Perhaps it's time to humble yourself, get off your high-horse and heed the opinions of others. This beating yourself up thing is getting old and is a pseudo-vanity. AFTER you accept a little bit of praise (like you really want to), THEN you will begin to see the growth that you are looking for.
Hope we're still friends? Congrats on the OB.
kimberlyanne546
Final Approach
Yeah, though this person may or may not join one of my old 99s chapters, and I may or may not see her at one of the annual events I volunteer / help them with, I don't think she plans to contact me again. To be honest, I don't plan to contact her again.
Let me explain:
I reached out to HER after the flight, because I didn't hear from her again, and figured I scared her. I gave her permission to say to me "we are not a good match" or something like that, to get out of our tentative agreement / discussion of partnering up in her plane at my old flight school. I just wanted to KNOW WHAT WAS UP so that I could move on, and find a true partner.
I invited her, for free, to my lesson when reading email lists where she introduced herself to all of us and asked for an empty seat on a fly-in to Yosemite. It was my idea, I wrote something like "Hey there, if you are doing your instrument training and would like to save money, we could fly together, you in the left seat on one leg and me in the left seat on the second leg." I talked on the phone, found out her instructor (my original CFI) and her plane (a 172 I'm already checked out in, PIC in). I then called the flight school to ask if it was OK. They said yes.
The good news is all of this prompted me to ask North Coast's owner the same question. Armed with all of this knowledge (two flight schools saying what I want to do is perfectly legal if both pilots got a check out and signed a rental agreement)......
I then had the balls to ask my beloved school again what they had not given me a straight answer to. Long story short, I am back again to the idea of the $40 per hour plane. Next week I will make plans with the other pilot and then hopefully fly at least one or two cross countries per month with him. He is checked out in a four seater, I think, the Piper, which I may get checked out in just to increase our choices. I know the owner of that plane (a student now) so I think if I get checked out I can fly him around in his own plane which would be a kick.
So - in a way - my not flying with this girl is a GOOD thing, I am getting what I really wanted, a way to fly more cheaply than in my wildest dreams. In my all time favorite airplane, too, one I've never screwed up landings in too badly. Or so I think.
kimberlyanne546
Final Approach
I am not going to stop telling people what I did wrong, it helps lots of other pilots on this board. I would not have known that except for the ones who privately write to me. If you are saying change to add what I did right, sure. I can do that. That flight, that day, I did very little right.
denverpilot
Tied Down
Here's a wise thought or whatever you want to call it Kim.
First, never stop critiquing your flying. That's a good attitude and will serve you well for the rest of your life.
But... (There's always a but...)
My first CFI is a master at figuring people out. He knew that I was over-doing it, picking on myself to the point of nit-picking at times. I'd tell him a story about a flight and then give him a laundry list of things I'd done wrong and he knew I was doing a plenty good job picking my own performance apart.
His response to any of these stories over the last 21 years, either on the phone or in person?
A big smile and one line...
"Well, don't do that."
He knows that's all it takes. No need to give lectures or pile on my already hyper-self-criticism.
If I really didn't know HOW I'd ask. Otherwise...
Another thing he'd ask next...
"So did you have fun?"
In the same vein... I say to you...
Relax. Did you have fun?
Practice and time will fix the things you're struggling with. And you're not the personality type to get complacent... yet. Everyone hits that point someday too.
But for now, fly, enjoy, and don't try TOO hard. Or in the phrase used more commonly today...
You got this.
You flew off into some pretty goofy airspace, were assertive enough to tell California controllers exactly what you wanted, and found the airport at the other end, paid attention to the weather, and delivered your passengers and aircraft back to Earth in one piece. You done good.
You'll continue to make corrections each time you go up. You know the places your performance is weak. It's your personality type. Just sit back, relax a little, and enjoy what you've accomplished once in a while, too.
As far as some other pilot's opinion of your flying? Well, whatever. You're flying, she's sitting home on the couch if she doesn't want to fly with you.
It gets easier as long as you make it incrementally better each time. And there will be setbacks on some days. Don't ruin it with over-analyzing.
Make a list of stuff you want to work on, write it down, get it out of your head, and pick a couple to work on during a later flight. Fly.
First, never stop critiquing your flying. That's a good attitude and will serve you well for the rest of your life.
But... (There's always a but...)
My first CFI is a master at figuring people out. He knew that I was over-doing it, picking on myself to the point of nit-picking at times. I'd tell him a story about a flight and then give him a laundry list of things I'd done wrong and he knew I was doing a plenty good job picking my own performance apart.
His response to any of these stories over the last 21 years, either on the phone or in person?
A big smile and one line...
"Well, don't do that."
He knows that's all it takes. No need to give lectures or pile on my already hyper-self-criticism.
If I really didn't know HOW I'd ask. Otherwise...
Another thing he'd ask next...
"So did you have fun?"
In the same vein... I say to you...
Relax. Did you have fun?
Practice and time will fix the things you're struggling with. And you're not the personality type to get complacent... yet. Everyone hits that point someday too.
But for now, fly, enjoy, and don't try TOO hard. Or in the phrase used more commonly today...
You got this.
You flew off into some pretty goofy airspace, were assertive enough to tell California controllers exactly what you wanted, and found the airport at the other end, paid attention to the weather, and delivered your passengers and aircraft back to Earth in one piece. You done good.
You'll continue to make corrections each time you go up. You know the places your performance is weak. It's your personality type. Just sit back, relax a little, and enjoy what you've accomplished once in a while, too.
As far as some other pilot's opinion of your flying? Well, whatever. You're flying, she's sitting home on the couch if she doesn't want to fly with you.
It gets easier as long as you make it incrementally better each time. And there will be setbacks on some days. Don't ruin it with over-analyzing.
Make a list of stuff you want to work on, write it down, get it out of your head, and pick a couple to work on during a later flight. Fly.
alfadog
Final Approach
Was this person overly critical or did she simply say that she was not comfortable flying with you. If the latter, then she is well within her rights.
Rod Machado covers briefing pax that any time the airplane is on the ground, they are in total control of whether they fly. They do not have to get in the airplane. If they are uncomfortable about the weather or the airplane, they should voice their concern and discuss options with the pilot. Maybe they should not fly, maybe none of us should fly. Maybe they should rent a car. But once we are in the air, that is the time for them to let the pilot make the decisions. I do brief new pax something to that effect and the couple that split partway through the flight were exercising the right I had told them was theirs to exercise.
I too have flown with folks I met over the internet. Many from Baldy's pilotsharetheride site and from the aircraft partnership site before AOPA acquired it. A couple seemed nervous going in and nervous coming out. That is OK. I was not as good a pilot then as I am now and not as good now as I will be later.
Just hang in there, keep flying, keep meeting folks. Find a good instructor that can help you discover what it is you need to change. Get a tailwheel endorsement, that will make a world of difference in a short time.
poadeleted20
Deleted
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100% confidence in any skill is extremely difficult to achieve and takes thousands of repetitions (10,000, if you believe some research). So, someone saying they won't get in a plane unless they are "100% confident in [the pilot's] ability to fly and land the plane" is being rather silly.
alfadog
Final Approach
I do not think that we are talking 100% perfection in a skill. We are talking 100% confidence that the pilot will not kill me, IMO. Obviously there are no absolutes.
Here is a good analogy:
When I get in an elevator, am I 100% sure that I will not die? No, not if I think about all things that can go wrong - fire, bomb, whatever. Nothing is 100%. But normally, I do not think of those things and get in the elevator.
But what if you perceive something is wrong with the elevator, odd sound or smell, flickering lights, stuttering? Or even worse, loud screeching or hard jolts. Would you not want to get off that elevator? Would you not perceive a real risk?
Kim's pax perceived a real risk and made a decision for herself. I cannot fault her for that. Maybe she used the term "100% sure" but that is, to me, just a turn of phrase.
poadeleted20
Deleted
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Exactly my point.
alfadog
Final Approach
My point being that people use a turn of phrase that does not bear such close inspection and they probably know it. If I say "I need to be 100% sure you will be there" and you reply "well, nothing is 100%", my answer would be "you know what I mean". Also isn't 100% sure a bit redundant?
cirrusmx
Line Up and Wait
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campoalavista
OK, now i badly want to try an overhead break.
Jaybird180
Final Approach
I think her 100% sure was a cop out. She doesn't even trust hereself much less another GA pilot.My point being that people use a turn of phrase that does not bear such close inspection and they probably know it. If I say "I need to be 100% sure you will be there" and you reply "well, nothing is 100%", my answer would be "you know what I mean". Also isn't 100% sure a bit redundant?
I say, let her fly her couch.
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Velocity173
I noticed you really didn't get an answer as to why the tower did what they did or the purpose of the overhead. Understand the overhead is a manuever done at an airfield that has an operational necessity to do it. That means fighter bases. In most cases fighter aircraft don't have to comply with the 250 kt limit below 10,000 ft. The best way to slow down and integrate a formation into a pattern is the overhead. Loading the aircraft with G combined with popping the speed brakes saves gas over splitting up a flight and flying dirty the last 5-10 miles.
The 1,500 ft you were given is a 500 ft buffer to keep you above any arrivals or departures below you until you can see your sequence and follow them into the downwind. Realize though that's not always the case. Some Navy bases have "carrier breaks" that don't necessarily comply with that rule. It can really help a tower controller if they can't see you because of reduced vis and don't have radar to just bring you in for the overhead until seeing you. Still it's not something they would normally initiate.
I hope that clears things up a bit. It's neat manuever we homebuilt wanna be fighter guys do sometimes for coolness more than necessity (unless it's a formation). Also many people get it confused with a 360 power off approach. That's a completely different manuever where the power is at idle the whole time and the aircraft is generally (wind dependent) in a constant turn within glide distance to the runway.
Cheers
The 1,500 ft you were given is a 500 ft buffer to keep you above any arrivals or departures below you until you can see your sequence and follow them into the downwind. Realize though that's not always the case. Some Navy bases have "carrier breaks" that don't necessarily comply with that rule. It can really help a tower controller if they can't see you because of reduced vis and don't have radar to just bring you in for the overhead until seeing you. Still it's not something they would normally initiate.
I hope that clears things up a bit. It's neat manuever we homebuilt wanna be fighter guys do sometimes for coolness more than necessity (unless it's a formation). Also many people get it confused with a 360 power off approach. That's a completely different manuever where the power is at idle the whole time and the aircraft is generally (wind dependent) in a constant turn within glide distance to the runway.
Cheers
BillTIZ
Final Approach
As to the RV crowd pulling that stunt. Yeah, real cool...
Done it in the Buff, a lot more fun in the Bone.
360KIAS on initial, 240KIAS gear and flap speed on downwind rollout or perch, 130-150 KIAS final, depending on landing weight.
comanchepilot
En-Route
ah geez Kimberly - buy a ticket on SW to Ontario - we'll find you a Skyhawk and drive all that doubt out of you. Landing is just flying to a stop. Its not brain surgery or even driving a stick shift on a hill in San Francisco when its raining.
Honest - you are so obviously over thinking it - FEEL the landing - turn off your brain for a few. Once you get it then you will start seeing the birds walking the taxiway, that the guy in the mower is smoking a cigar, checking your car in the parking space. You'll have a lot of time and mental bandwidth . . .
Honest - you are so obviously over thinking it - FEEL the landing - turn off your brain for a few. Once you get it then you will start seeing the birds walking the taxiway, that the guy in the mower is smoking a cigar, checking your car in the parking space. You'll have a lot of time and mental bandwidth . . .
gismo
Touchdown! Greaser!
According to a good CFI/friend, landing is nothing more than closing the throttle and pulling back slowly.
35 AoA
Pattern Altitude
Yes. Most guys use the 10% rule, ie pull 10% of your IAS in G's and you will naturally slow without overstressing the jet. You basically set the initial pull and if you keep the aft stick input constant it will generally follow this rule of thumb as you decel. Not much too it other than playing out the end game of the turn to arrive at a good abeam distance for the winds (flying from the shore), and managing bank angle to not balloon. That is a common tendency at first given the ergonomics of flying with a stick, and typically doing left breaks. Just some food for thought, I'd guess some of it applies to civilian aircraft that are doing this as well.
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kimberlyanne546
Final Approach
I can totally drive a stick shift on a hill in San Francisco in the rain - AT NIGHT.
comanchepilot
En-Route
That would be 15g's - don't think many fighters [or pilots] are stressed to that point - and I never heard that ROT.
My IAS would be 160kts or so an OB off the TACAN - you are you suggesting pulling 16g's?
So a 80kt airplane on final is pulling 8 then?
3 might work to scruff off speed - holding altitude then level and extend and drop it all and then land - can be done in 1 smooth motion - NAVTOPS for the F14 said no gear extensions at over 2gs unless in EMERG.
comanchepilot
En-Route
kimberlyanne546
Final Approach
then whats the problem?
Dude, I'm fine and I really can't afford to fly down South but thank you for the offer. I'm saving up for my first fly-in - we are going to Shelter Cove (see other thread). That oughtta stretch my wings a bit, especially since I need to find an alternate which might end up being somewhere even more challenging.
John221us
En-Route
Hi Kimberly,
Your doing great. Most (maybe 99%) of pilots are not jumping behind a 300 HP retract in thier first 100 hours. You have accomplished much and taken on many challenges.
35 AoA
Pattern Altitude
Sorry mistype I meant 1%...so 350 kt break = 3.5 g's and so on. Maybe just a Hornet thing but I remember it worked fine in the t-34 and t-45 as well. We have a 2 g limit on the gear and flaps as well but I'm normally downwind below 2 g's when I dirty up. Quick ease of pull works fine if I'm not. Agreed on one smooth motion though....that's what my method implies. Smooth application of g at the start, then just holding the stick fixed and modulating angle of bank as the airspeed bleeds off. Doesn't need to be jerky or overly aggressive. Obviously for the light single crowd out there, this technique starts to break down as you start talking about "breaks" in the 100 kt range since you clearly have to use some g to not descend in the break (and certainly not 0.8 g like commanche's 80 kt break example) But at a healthy break speed (200-500 kts) it works
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kimberlyanne546
Final Approach
I'm sure he is just messing with me. I'm fine. I have done in less than 40 hours after the checkride:
Flour bombing
Long XC (almost 6 hours total RT)
Formation Flying (flew a Cirrus for a tiny bit in formation)
Formation Flying (Bonanza)
Flying other planes: Long EZ, 6-seat Bonanza, Piper Comanche, many Skyhawks, a taildragger (from pilot seat on a lesson and as a safety pilot with an owner), Mooney, and probably more I'm forgetting.
Seanaldinho
Pattern Altitude
This is the normal pattern I learned when learning to fly sailplanes. I learned in a Grob 103 Acro so almost all turns were at least 60 degrees of bank.