All posts tagged 'GlobalAir.com' - Page 4

5 Mistakes to Avoid a Bad Steep Turn

Steep turns: you have to do them on every check ride all the way from private to CFI, CFII and MEI. So you might as well learn to get good at them. Here are some tips on how:

1) Becoming fixated on something

Okay, rule number one in aviation: NEVER BECOME FIXATED ON ONE THING. I put this in all capitals because it's a huge mistake I see tons of students make. They become too focused on one task or one instrument and everything else around it starts to suffer. 

When it comes to steep turns, there's a lot of things to focus on. Your fast changing heading, altitude, bank angle, and looking for traffic outside at a minimum. Keep those eyes scanning!!!

If you keep your scan looking outside at your reference to the horizon and back inside to all your instruments you'll catch something as soon as it starts to change, which keeps you from letting any problem become too hard to correct.

The rate of your scan should be like they teach in CPR classes, to the rate of Stayin' Alive by the Bee Gees. I sing it in the cockpit if I have to when I teach, it engrains that rhythm and really improves your scanning method. Trust me!

2) Using the wrong visual sight cues

The key to being able to do awesome steep turns is knowing what to look for both outside and inside. Outside of the windshield, put your cowling right through the horizon as you enter the turn and keep it there. Remember that it will look slightly different on your left and right turns. Once you have the 45-degree bank established and can get the altimeter stable on your altitude take a mental picture of what it looks like outside and then work to maintain that picture. This will help TREMENDOUSLY.

3) Forgetting to compensate for loss of vertical lift

Okay, let's bring it back to basic aerodynamics here.

 

When you're flying straight and level, you have vertical lift (up and down). When you start turning the wings, that's transferred to horizontal lift (side to side). So, therefore you're losing vertical lift and will experience a small loss in altitude. 

So what's this mean to you? The more bank you add, the more back pressure you will need to add to compensate for that loss of vertical lift so you don't lose altitude. On a check ride your altitude on a steep turn is limited to +/- 100 feet of your starting altitude. To keep yourself from even getting close to that margin, the SECOND that you add a lot of bank and your nose starts to fall, pick it back up. Don't let the problem get worse and worse before you fix it, fix it right then and there. That's one reason you have to demonstrate steep turns, there's a lot of multitasking and flying skills that go into the maneuver itself. 

4) Being uncoordinated

This one speaks for itself. Don't be uncoordinated. Keep that ball centered on the turn coordinator always. In steep turns, you're closer to the margin of stalling (read why on the next bullet point) and remember that if you're uncoordinated and you stall, these two factors are the ingredients for a spin which you WILL begin to enter unless you counteract it properly. 

Whether you're flying a Cessna 172 that is approved for spins versus a Piper Cherokee that's not approved for spin recovery....don't even get near that area. Be a good pilot, add some rudder and keep that relative wind at the center of the prop.

5) Accidentally entering an accelerated stall

With any amount of bank, especially anything past 30 degrees, your load factor increases and therefore so does your stall speed. I think of it as the plane being more sensitive, so I need to have good controllability and be smooth (not aggressive) with my control inputs. 

I'm harping on load factor because being in 45 degrees of bank you have a higher load factor and your nose can start to feel heavier, so it's very easy to lose altitude. If you lose a lot of altitude then try to hurry and yank the nose up, you'll likely hear the stall warning system start to go off. This is an automatic failure in steep turns because you're not performing a stall, therefore you shouldn't get near one. 

So go back to bullet point one, keep your visual scan moving and catch an altitude loss before it becomes too big. And if you feel the nose is too heavy and you can't stop the descent...take out some bank! That's what made the nose feel heavy in the first place. Take out bank, bring your altitude back up, then add it back in. Magic!

Hopefully, these tips help the next time you perform steep turns. Remember to get better at something keep practicing and practice diligently, use a good method for performing maneuvers and come up with your own tricks too if that helps. Study the maneuver on the ground (don't expect to learn everything in the air, you're flying so your brain can't take in as much as you'd think) and then go try and fly it. And if you're having a lot of trouble with it, take a break for a few flights then give it a shot the next time. You may have reached a learning plateau and just needed to break away from it for a bit. 

Keep flying and happy landings everyone! Happy Fall!

Flying Glass Cockpit vs The Six Pack

This is probably one of the most popular topics in aviation that I hear about and have to teach about ALL of the time. 

Six pack is the old school way, aka the steam gauges that bring you back and make you feel like you're learning to fly in the '50s. Or at least this is one of the jokes I hear from fellow aviators and students. 

But it's true! This is the "old school way" if that's what you want to call it. But, don't discount it. The steam gauges create really good flying skills that can carry into the rest of your career and set a good foundation.

On the other hand, the glass cockpit is the newer style of things and we have to learn to adapt. 

This G1000 features Avidyne Avionics from a Cirrus SR20 and below the screens a Garmin 430. On the left side is a PFD (primary flight display), which makes sense because it shows your primary flight instruments. Everything from the six pack (which we'll come back to) is now featured on this screen, including your rudder coordination which is the black and white triangle at the top. Keep the white part of the triangle centered with the black (keep the snow on top of the mountain) and you're coordinated!

All of this is powered by a separate computer. You still have a pitot tube and static ports, and this air is sent in lines to flight management systems to display the information. The advantage of this is the controls have fewer mechanical components to break down and avoid false readings. One major advantage of a glass cockpit is that the automation systems are more accurate and the information is more precise.

Some of the features look different, but if you can read the older style gauges, you can read this. Some added tools include the heading and altitude bugs that you can't always set on the six pack as a reminder of when to level off. Now if you have advanced avionics like this and added autopilot, consider your plane a technically advanced aircraft! This is a plus of having a glass cockpit. 

However, there is one con I find of training with this. When learning to read these, if you go straight into the digitalized cockpit without doing any training in a traditional style, then your instrument scan is negatively affected.

As you can see, all of the readings are displayed on one screen and it can be easy to monitor all the readings at once. 

With these instruments, now they're all separate from each other. You have to move your eyes across all of them at a good pace and thus create a good instrument scan while flying the plane at the same time. This creates a solid foundation for good flying skills, especially when you have to take those skills into flying IFR without autopilot. 

As mentioned earlier, all of these instruments have mechanical linkages behind them which can break and render the entire instrument unusable with little to no sign beforehand. This is the con of flying the steam gauges, and you usually have to replace the entire instrument to fix it. They also can be slightly inaccurate when incorporating some principles like gyroscopic procession with your gyro-powered instruments. The altimeter, even when set to the right altimeter setting, can read inaccurate and within time has to be fixed too. 

Both traditional flying and digitalized flying have their own benefits and are each respected throughout the aviation community, it's all about what you fly best. Find planes with the best cockpit for you on Globalair.com

Stay tuned for more articles and happy landings!

3 Rare Symbols on Instrument Approach Charts, and Why You Should Know Them

Alright guys, I'm studying for CFII lately (which by the way I hate studying for check rides) and have gotten to the stage of practicing teaching approach charts.

I noticed in doing practice group sessions with students that everyone knows how to read the basic things like localizer frequency, final approach fix, missed approach instructions etc...the IMPORTANT stuff. The meat and potatoes of the approach. But you HAVE to know how to read EVERYTHING on that approach chart to be a good instrument pilot. 

Another reason you need to know how to break that approach chart down is because it factors into your plane performance-can you accept the approach along with missed approach instructions? This is something to keep in mind as well with departures. In instrument training you're likely flying something like a Cessna 172 where you don't usually accept SID's or even look at any "complicated" (so to speak) approach charts. So let's talk about 3 different symbols on approach charts that I find are commonly not taught/known.

1) VDP

VDP stands for visual descent point. It's not found on ALL approach charts but more instead on straight-in approaches to specific runways. If the approach chart has one, what this means is you should not descend below the MDA prior to this point. 

To be specific, it's the bold V circled on this chart from Telluride, Colorado. Check out the terrain in this area...might be important to know what this V means!

2) Maltese Cross

The circled "lightning bolt" pointing to ROVEZ on the RNAV 30 for KBPT is the maltese cross for this approach. It indicates the final approach fix on a nonprecision approach. Its purpose is to point out where the final approach segment begins. 

3) Cold Weather Corrections

Cold weather corrections are important to know to ensure that you're flying at the corrected altitude. If the system isn't operating to automatically compute this then it has to be done by hand by the corrections chart on page 5-19 of the Digital Terminal Procedures Supplement (pictured beneath the approach chart). 

In addition to this post, you may see some new blogs written on our blog page by our newest writer Nicole Lund! Nicole wowed us last year with an awesome scholarship application and proceeded to have very well written blog posts throughout the year with interesting topics & experiences. One of her craziest stories is she had an engine failure on a solo xc as a student pilot and had to land in a nearby field. A few days later, she was back flying and so was the plane because she was able to set it down without any damage (except for whatever caused the failure). Imagine getting that phone call as an instructor....

SO congrats Nicole and welcome to the team! 

Thanks for reading, hopefully these charts help point out some rare symbols for you to stay proficient on!

Questions or comments? Post below! 

What To Do If You Have a Bird Strike

Last month I gave some tips on how to conquer summertime flying. It's hot outside, performance is decreased, the weather isn't always the best, etc. 

Well, there's one topic we didn't really discuss, and that's...

BIRDS.

Cue the dramatic music. Because they're EVERYWHERE.

Since the last post, within the past two weeks, I've had two bird strikes while instructing. Neither were catastrophic, but each one cut our flight short (so more just inconvenient).

Here's what happened each time:

Pictured above is from the first bird strike incident. A student and I were doing some laps in the pattern and were all too familiar with dodging birds from earlier lessons. So when we saw a small bird coming at us we didn't panic, just tried to curve to the side and avoid it. 

At first, it seemed we were in the clear until we heard a "ding" sound from the left side. We looked at each other then looked back at the strut and gear to see where it hit but couldn't see anything. BUT, we heard it, and even though we weren't 100% sure where it hit we decided to just make a full stop. 

After shutting down on the ramp we saw where it hit the strut. Mechanics verified our inspection and no damage was done!

Now bird strike number 2: this one was a little more dramatic (and kind of funny if you have terrible humor like me). 

Instead of a Cessna, a different student and I were in our SR20 who we named "Sherman." Don't judge, it's a great plane and therefore needed a great name! Anywho, Sherman, myself, and the student were just cleared for takeoff and started bringing the power in. As the engine instruments and airspeed were being checked we saw a black shadow hit our windshield and roll off. So, power was brought back and as we kept positive control of the plane we notified tower we had a possible bird strike and needed to taxi off to shutdown. Once approved we taxied off and shutdown as soon as possible. That's where we found some blood on the cowling...it didn't just hit the windshield.

So, I called tower back and said we'd need a tow back to the hangars. While we waited we obviously had to document the incident with a selfie! I knew this would be going on the blog too after the second time, so I wanted to capture the proof. After we got our tow back mechanics checked the engine and verified yet again no structural damage, and Sherman was back on the flight line. 

So, I know one thing you might be thinking: why did they shutdown for a bird strike? 

In both incidents, I wasn't 100% sure where the bird hit. And even then, I can't see just from the cockpit what possible damage the hit caused. Bird strikes can be kind of funny like in our selfie moment, but they can also be as serious as the famous Sully on the Hudson River case. I know another instructor who had a bird strike and kept flying because "it was fine" and later landed to find a huge dent in the flap. Even in terms of structural damage, what if it strikes the wing and ruptures a fuel tank? It's okay to be too safe and cautious in these cases. 

In the case of a bird strike, here's what to do:

  • - Try to pinpoint where the bird hit so you can estimate what kind of structural damage may have been caused, and have a game plan set to counteract any problems that could have come from it.
  • - Land as soon as possible. You can't see everything from the cockpit and there may be damage unseen to you. 
  • - Be cautious, but never panic. I can't stress this enough, don't stress!! This is when your flying will be negatively affected. 
  • - Report the bird strike. You won't get in trouble, birds can be impossible to avoid in many cases so it's likely not your fault. Report it to a controller if you're in controlled airspace or other pilots if you're at an uncontrolled field. 
  • - Do a thorough inspection after landing and shutdown, but also have a mechanic verify it before releasing it back to fly. 
  • - After landing, report it to the FAA on the FAA Wildlife Strike Database. This is used for collecting statistics and understanding how we can mitigate further incidents. 

Bird strikes usually have a minuscule impact on the flight, but imagine other cases where they come through the windshield and have even hit the pilot(s). That's a scary thought, but at the end of the day, you just have to FLY THE PLANE. Never panic, maintain control, and fly like you were taught too.

In other news, don't forget about the annual Globalair.com Scholarship! Applications close this month on August 15th. We'll be picking two recipients to help further their flight training towards a professional pilot career. 

Questions or comments to add to this article? Post below!

4 Tips for Safer Summer Flying

There's no doubt about it, summertime is hot and it feels like it gets hotter every year this time around. 

You walk out to go preflight and just feel the heat wave take over you. As a CFI in Texas I feel this all too often this summer, so I wanted to share some tips on how to overcome it and make sure you don't put yourself in a dangerous scenario.

Pictured above is a photo I took flying above the Houston coastline the other day, and then edited it to make it look like I'm flying somewhere like Hawaii instead.

You have to know how to finesse the system my friends.

The relevance of this photo is that I took it on one of my last flights of the day and this was actually around sunset. All day I had been drinking a ton of water and before going up for this flight ran out and didn't have any left at the flight school. I decided "oh, it's okay I'll be fine. The temperature is starting to cool off now anyways."

Well, I was fine. But on this flight I did land close to exceeding my personal minimums. Preflight was hot enough to do without having a sip of water here and there, coupled with the fact that as a CFI our job is basically to talk the entire flight. I remember taking this photo while in the middle of a ground reference maneuver and realizing how much I was still sweating and how quickly I really wished I had water with me. So tip #1:

Bring. Enough. Water.

-Not just A bottle of water, but enough to last throughout the entire flight. I also remember being on a cross country last summer and running out of water in the middle of the flight. It was about 35 degrees Celsius outside and about an hour into being out of water I started to feel slightly dizzy and have a blur in vision. It was a very very faint dizziness and change in vision, but I knew it wouldn't be long before it got worse. Luckily I was near my home airport and landed shortly after, but what if I wasn't? what if I had 200 miles left to go? This could have easily turned into an emergency had the problem persisted. Don't let the Macho attitude take over and make you feel like you can overcome anything. Bring water, bring food, make sure you're well rested...all those aeromedical factors need to be addressed before EVERY flight and taken seriously. 

Pack Windshield Cleaner

-Summertime is when all the bugs like to come back out. Love bugs, mosquitoes, lightning bugs, you name it. They hit the windshield and leave guts everywhere. Make sure the windshield is clean before you fly, and if for some reason it builds up too much during flight then land at a nearby airport and clean it off. Bug spots seem so minuscule but they're important in looking for traffic and can easily be a risk factor. A good tip is if you have trouble getting spots off, don't scrub the windshield harder. Let the cleaner sit on the problem area for a minute or two and then it will wipe right off. 

Do Your Performance Calculations

-Remember that the hotter it is outside, the worse your airplane will perform. It causes your density altitude to increase, and factors such as fuel burn, takeoff, and landing distances will increase. If you're pushing fuel minimums, have a short runway, or especially an obstacle to clear after takeoff these numbers are extremely important. 

Prepare for More Air Traffic

-Even though our planes perform better in the wintertime, people just don't like to fly as much when it's cold. Summertime is when not only airlines are at their peak travel season (outside of corona times) but also general aviation. One thing to talk about here is the new requirement of ADS-B Out this year as of January. While there is the requirement of ADS-B Out there is NOT the requirement of ADS-B In, meaning you don't have to be able to receive the signal of other planes to display on your map screen (ex through syncing an iPad with ForeFlight and seeing it there).   

the busier the skies are, the safer it is to start using ADS-B In. If you can't see them physically then at least you can see them on a screen (like a redneck version of TCAS is what I jokingly say) to avoid them. If you'll be flying this summer, take all the precautions you can to help see and avoid traffic. While midair collisions are rare, they are possible. 

In conclusion, summertime flying is fun and should definitely be enjoyed but with good caution. Never just go out and fly the plane without doing a thorough flight plan and risk assessment. 

Have any tips to add for summertime flying? The more we have the safer we are! Feel free to comment below. 

 

End of content

No more pages to load