Thanks for all your help in advance,
Rick
Greetings Rick,
Your problem isn't uncommon at all. Here's something I do when students are having this type of difficulty.
The problem is time. You need to slow down the clock during the roundout, which would help you to better gauge your height above the runway. Did you know that your airplane has a built-in time machine designed just for students having landing difficulties?
It does. It's called a throttle. Instead of flaring with power completely off, leave a little power applied during the roundout and subsequent flare.
You will immediately notice that your runway closure rate decreases, which gives you more time to flare. Upon touchdown, immediately reduce power to idle. Keep in mind that flaring with power applied makes it easier to float or overcontrol during the flare. So only use this technique with your instructor on board. Don't use it on short runways, in strong winds, or when obstacles are present. Once you have a feel for the mechanics of the flare, you won't need this application of power anymore.
I've used this technique with great success over the years. Students seldom take more than an hour in the pattern to acclimate themselves to the flare. Perhaps the biggest drawback to this time-distorting technique is that it has no effect on the Hobbs meter. But don't worry, I'm working on that problem.
(Note to CFIs: Using power for landing is done as an intermediate step to help students learn how to flare. Just to be clear about this, I'm not advocating power-on landings to touchdown as the norm.)
Best,
Rod
Holding Altitude And Bank In Steep Turns
Dear Rod,
I took my checkride earlier this year, but I must retest on a few items that I missed. My most problematic [item] was steep banked turns?.What keys do you teach to help students master this maneuver? I am flying a Cessna 172?.I can maintain 45 degrees of bank, but I am hard-pressed to maintain altitude plus or minus 100 feet.
Sincerely,
David
Greetings David,
There are several solutions to this problem. I met one fellow who claimed that the only way he could hold altitude in a steep turn was by continually updating the altimeter setting. This isn't a good solution. I have a better one.
Trying to maintain altitude in a steep turn by referencing the actual horizon is difficult. Haze, mountains, clouds, and other conditions can make the horizon difficult to see. Therefore, you need a more reliable source of pitch information. I recommend using the vertical speed indicator (VSI).
Begin by rolling into the steep turn. You'll notice that once you pass 30 degrees of bank, you'll need to disproportionately increase elevator back pressure in order to maintain altitude. (load factor increases noticeably at larger bank angles). Once established in the bank, adjust the elevator back pressure by referencing the VSI. If you keep the needle on the zero index, you'll hold altitude.
Yes, the VSI does have a slight lag when making large or abrupt pitch adjustments. Therefore, if you're correcting for an altitude deviation, you can assume you're passing through level flight when the VSI's needle stops its movement and reverses direction. Of course, you'll also need to glance at the altimeter and the attitude indicator as well.
I don't want to leave you with the impression that this is a maneuver done entirely on instruments. It's not. Most people spend about 30 percent of their time looking inside and 70 percent looking outside (of course, this percentage can vary considerably between pilots).
I hope this helps.
Best,
Rod
Loosening the death grip
Dear Mr. Machado,
Some of my students like to grip the control yoke tightly, which causes them to overcontrol. I remind them not to hang on so tight, but after a few minutes, they seem to forget.
Recently, I've begun making them hold the yoke with only their pointer finger and their thumb. This technique seems to work pretty well, but other CFIs say that it's not a good idea. What's your opinion?
Sincerely,
Charles
Greetings Charles,
I have not had much luck with that technique. Yes, holding the yoke only with the forefinger and thumb does work in cruise flight where small control pressures are necessary to fly the airplane. But, it doesn't work well for takeoffs, landings, stalls, and other maneuvers where considerable control pressures are often necessary. Nor does it work well on bigger airplanes having larger stick forces. Additionally, your student must readjust the position of his or her hands to activate the push-to-talk switch.
Over the years I have found two techniques that work well for this type of problem. First, try taking some foam rubber (about an inch thick) and wrapping it around the left grip of the control yoke. Secure the foam with one or two rubber bands. The reactive pressure of the foam seems to help remind students to relax their grip. Be prepared to use a double wrapping of foam if the student's hand is the size of a car's hubcap.
But be careful and don't let yourself get too creative with this idea. I actually had one fellow tell me that this technique works better when a few thumb tacks are placed inside the foam. Remember, we're here to teach flying and not to give acupuncture treatments.
Finally, you can use the old, tried-and-true method of placing a pencil under the student's middle finger as he grips the yoke. A tense grip means pain. This works well, especially if you need smaller pencils.
I knew one CFI who actually used a steel Harley spoke instead of a pencil. You can imagine how much that hurt! He claimed that all he had to do was show the spoke to his students, and their hands melted on the controls.
Best,
Rod
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