Best to you,
Bart
Greetings Bart:
Neither you nor your student is required to wear a parachute when you teach spins. This applies regardless of the certificate your student holds (student, private, commercial, etc.) and whether or not you're providing instruction toward a higher rating. If, however, you want to wear a parachute, that's fine, too. Just make sure you bring one for your student. If you don't, he might not get in the airplane with you. If you'd like to see the written justification for this information, download the FAQs from the FAA's Q site (http://av-info.faa.gov/ data/640otherfaq/pt61-16.pdf).
Seat Shifting
Dear Rod,
I am a student pilot, and I need to know the correct height to which I should adjust my seat in a Cessna 152. I am 5 feet, 7 inches. Also, I need to know how to tell if I'm aligned with the runway centerline when I'm on final approach and occupying the left seat.
Thank you,
T.T.M.
Greetings T.T.M.:
I suggest that you adjust your seat vertically to allow maximum vision over the top of the panel while keeping the height low enough to allow you to look out the right or left door window. Feel free to sit on a cushion to raise your seating height if you need to. As far as knowing if you're aligned with the runway, just lean over to the airplane's center and take a look. With a little practice you'll eventually learn how to judge the difference in perspective and won't need to lean anymore. If your instructor wants to know what you're doing as your body leans over to the aircraft's center, tell him you heard a few engine mechanics talking about leaning and wanted to give it a try yourself.
Bleeding Airspeed
Dear Rod,
On approach to landing I can hold my airspeed until I get over the threshold. Then my airspeed will start to drop. If I lower the nose to build up my airspeed again, I'm too close to the ground! What can I do to stop this from happening?
Thanks,
Anne
Greetings Anne:
It's not uncommon for student pilots to have good airspeed control on final only to have their airspeed end up in the Dumpster when close to the runway. Here's why this happens. As you approach the runway it's a natural response to subconsciously ease back on the elevator, thus raising the nose and reducing the airspeed. I say this is natural because, during the descent, you're looking at a small planet - about the size of Earth - racing up toward you. The secret is to realize that you're probably applying a slight rearward pressure on the elevator without realizing it. Once you realize what you haven't been realizing, you'll be able to counteract your subconscious tendency to apply rearward pressure on the elevator control when approaching the runway.
Flying On A Budget
Dear Rod,
I want to learn to fly with an affordable package. I flew a Piper Warrior II low-wing aircraft with friends when I was 15 (a loooong time ago). It was fun. Is it really affordable now? I don't know anyone who has four kids, works 50 hours a week, and makes under $100,000 a year, like me, who has a plane of their own, or can afford to get a pilot certificate. I'd love to see if there is an affordable way that makes sense.
Thanks,
D.E.
Greetings D.E.:
Some families will spend $3,000 on a TV so big it can be viewed from the traffic pattern. Others will spend $7,000 on a JetSki with headers, pipes, and flames that shoot out its side. The problem is that such toys have a limited life span. Paying $4,000 or more for a private pilot certificate is a small amount when you consider that it's a gift that lasts a lifetime. In my book this is called a good investment. Obtaining a pilot certificate, therefore, is at least as affordable (if not more so) as purchasing some big-ticket recreational items. So sit down and decide how much spare cash you have on a consistent basis, and then calculate if you can afford to use and maintain a private pilot certificate.
On the other hand, if your finances are willing and you're looking for an affordable way to own an airplane, consider a partnership. This makes ownership much more affordable. Sure, there are drawbacks. For instance, the airplane may not always be available when you want to fly it. But you can solve most of these problems during the creation of your ownership operating rules.
Instrument Gloom
Dear Rod,
I am currently working on my instrument rating, and thanks to a trip, now have 250-plus hours. I am thoroughly disappointed in my flying performance under the hood at this time, though. In fact, it is a little discouraging. Constant pumping of the yoke, heading changes, and forgetting to time my approaches are plaguing me. I have 17 hours under the hood with my excellent instructor. I get so worried about where I am and what I have to do next that I'm ineffective at flying the airplane.
Is this something you typically see? What do I have to look forward to?
Al
Greetings Al:
Your problem isn't uncommon at all. In fact, as a preemptive strike, I give all my IFR students a little speech that deals with this specific point at the beginning of their instrument flight training. It goes something like this:
"Instrument training is learning plateau intensive, much more so than private pilot training. In fact, instrument training can be considered a continuous series of extended learning plateaus. I can assure you that there will come a time when you start to question whether or not you'll ever get this instrument flying concept under your belt (the first major plateau typically occurs at about the 12-15 hour mark during instrument training). Then, one day, when you have about 35-plus hours or so, this process of flying IFR will begin to come together and make sense. You'll understand where you are, where you're going, what you will do next, and you'll be able to hold a picture of all these items in your mind. Have faith that you'll eventually catch on."
Instrument training will eventually make sense to you. Remember, you're learning something that requires you to predict the movement of a machine by watching tiny needles, flags, and pointers. It's an abstract process that's counterintuitive to what you've learned as a private pilot.
Rod Machado is a flight instructor, author, educator, and speaker. A pilot for 32 years and a CFI for 28, he has flown more than 8,000 hours and owns a Beech A36 Bonanza. Visit his Web site ( www.rodmachado.com ).
Related Articles
