The CFI had me turn into the wind as soon as possible to regain a good rate of climb. He explained that 30 percent of the power is used to overcome the crosswind and this prevents the aircraft from climbing normally.
I don�t understand. I have never read about this anywhere. Can you please help me?
Many thanks,
Ron
Greetings Ron,
The reason you have not read about this must be that you don�t read the National Enquirer, which is the most likely place to find such an idea in print.
Keep in mind that Vx is the best angle of climb speed. It won�t give you the largest upward deflection of the VSI�s needle. That�s a function of Vy, the best rate of climb speed. In most of our common, smaller training airplanes, climbing at Vx will give you somewhere between 50 and 100 feet per minute less rate of climb than Vy.
In regard to getting a better rate of climb by turning into the wind, it�s just not so. This idea defies the laws of physics. It�s best classified under the rubric of paleoaerodynamics. While the angle at which the airplane climbs will change with a change in groundspeed, its rate of climb (what�s shown on the VSI) is independent of which way the wind blows.
Once the airplane is airborne, the rate of climb shouldn�t vary, regardless of the wind direction, for a given airspeed, angle of attack, air density, and power setting. So during climbout, your rate of climb will be the same whether or not you have a crosswind. I suspect that your rate of climb varied for one of two reasons. You either increased the drag by slipping or skidding the airplane, or you didn�t maintain the proper airspeed during climbout. (I�m assuming there�s no wind shear involved here, either.)
Is it possible that you might be compelled to change your climb attitude, thus not maintaining the proper climb airspeed, when turning into the wind? You bet. At lower altitudes (after takeoff, for instance), turning into the wind results in a decrease in ground speed but a steeper climb angle. It�s possible that your instructor interprets this as an increase in the rate of climb, which, of course, it isn�t. Granted, the angle of climb is steeper and would be nearly vertical if you were climbing at 70 kt into a 70-kt wind. From the cockpit, this might present the illusion that you�re climbing at a dangerously slow speed and at a dangerously steep angle. The typical pilot reflex is to lower the nose, thus losing the best climb rate.
There�s only one man powerful enough to defy physical laws, and that�s Newton�no, not Isaac, I mean Wayne. Scientists still can�t figure out how he makes a woman�s heart beat faster when he sings. I think it�s a good bet that your airplane isn�t defying the physical laws of the universe, either.
Saving On Primary Flight Training
Rod,
How do I obtain a private pilot�s certificate the least expensive way possible? I want to avoid taking out a second mortgage on my house to do so. I�m willing to put in the time, I just don�t have too much money. Any advice or suggestions you might have are welcome.
Sincerely,
Alex
Greetings Alex,
Let�s skip the usual recommendations and look at a few radical ideas on obtaining the private pilot certificate for the least possible cost.
First, study for and pass the private pilot knowledge exam. This will only set you back the cost of one or two books. You�ll want this out of the way so it doesn�t interfere with your flight training. It will also provide you with a good base of knowledge before you climb into the cockpit.
Next, purchase VFR flight simulation software for your home computer. You�ll need it to reinforce the skills that you learn during your actual flight training. You�ll want to choose inexpensive software that offers a high degree of realism. The only product that I know that meets these two requirements is Microsoft�s Flight Simulator 2000. (To be fair, there may be other inexpensive and equally realistic VFR simulation packages, but I�m not familiar with them.) You�ll also need a joystick. If you don�t have rudder pedals, you�ll need two large cushions for your feet to simulate rudder pedals.
Study the first eight lessons in the Pilot�s Handbook that accompanies the FS2000 package. These lessons will introduce you to the basics of flying (as well as they can be introduced with computer simulation). I wrote these lessons for Microsoft, and they reflect how I would teach someone in an actual airplane.
To take this method a step further, check around the airport and find someone working on his or her CFI rating. Offer to let them teach you basic flying skills on your flight simulator. Most CFI applicants are eager to practice their instructing skills. The result is that you and the CFI applicant obtain free flight training experience, and no one gets hurt if things go bad (you just reboot the computer and start again).
Concurrent with this simulator training, you should try to obtain some actual experience in the airplane as a rear-seat observer. Here�s what I suggest: Visit your local airport and offer to sit in the back of any four-place airplane during a VFR training session and help watch for traffic. If necessary, up the ante by offering to pay a small fee (say $5 to $10 per lesson) to do so. (If you drive a Mercedes Benz and typically wear a diamond Rolex and Moda Georgio shirts, this wouldn�t be a good time to sport them.)
Your objective during these ride-alongs is to become familiar with the airplane and its operation by watching someone else fly. It doesn�t really matter what rating this person is working toward, either. By quietly listening and observing, you�ll still learn valuable information. If you�re fortunate, you�ll be able to observe from the back seat of a four-place airplane as someone takes primary training. As a result, your simulator practice sessions will become more meaningful and realistic.
Now is a good time to purchase a used�and therefore inexpensive�headset so you can listen to the instructional dialogue. Try posting a �wanted� card on the airport bulletin board, as pilots tend to like the latest technology and are always upgrading their equipment.
When you�re ready to begin flight training, consider doing so in a two-place trainer unless you are a large person (either vertically or horizontally) and find this type of airplane is simply too cramped for you. An airplane is an airplane, and it makes no practical difference what you fly as long as it�s comfortable, affordable, and safe. If you can find someone who rents an Ercoupe (one equipped with rudder pedals), all the better for you. Worry about flying more complex airplanes after you obtain your certificate.
If you want to fly a four-place airplane, then make use of those unoccupied rear seats. Find another student at the same level of experience with whom you can buddy-up. If you can find two training buddies, so much the better.
Have the others occupy the empty seats during each other�s lesson, where they will observe, listen, and take notes. If each person flies only once a week, at least you�ll acquire approximately two hours observing and one hour flying. Plus you�ll have notes from each lesson to review on your own.
Finally, the single most important factor in reducing the cost of flight training is having a good instructor. A good flight instructor knows how to train you as efficiently as possible, sometimes cutting the cost of training 30 percent or more while turning you into a solid pilot. Find a good CFI before you begin training and you will have the best opportunity to obtain your private pilot certificate at minimum cost.
Logging Instrument Approaches
Hi Rod,
Here�s a quick question about logging IFR time and approaches. I�m on an IFR flight plan and spend part of it in true instrument meteorological conditions (IMC). I break out at 4,000 feet in visual meteorological conditions and fly the ILS approach in VMC conditions. Is that a loggable approach for instrument currency?
Thanks,
Terrance
Greetings Terrance,
In the May-June 1982 issue of Flight Forum, the FAA said, �...In order to log approaches toward IFR currency, the approaches must be carried at least through the so-called critical elements. This could include con- ducting the approach to a landing, to the minimum altitude and\or missed approach point, or through the approved missed approach procedure.�
In regard to breaking out from IMC to VMC on the approach, here�s what the FAA had to say in their July-August 1990 issue of Flight Forum. �...Once you have been cleared for and have initiated an instrument approach in IMC, you may log that approach for instrument currency, regardless of the altitude at which you break out of the clouds. When doing a simulated IFR approach you should fly the prescribed instrument approach procedure to DH (decision height) or MDA (minimum descent altitude) to maximize the training benefit.�
Since you didn�t begin your approach in IMC, you can�t log that approach toward meeting the instrument currency (recent flight experience) requirements.
Please e-mail your flight training questions to �Since You Asked� at [email protected]. Only those questions selected for publication will be answered.
