Tips for aligning with the runway
When flying in a traffic pattern, I usually have trouble identifying when I'm aligned with the runway centerline on final. I can't seem to align myself properly. Can you help me solve this problem? Thank you very much!
Rene
Greetings Rene:
It's time to walk the line. Here's what I suggest. If you're making a left pattern, try turning so that the runway centerline is lined up with your femur, the upper part of your right leg (I hear that this technique is popular in Thighland). In other words, the centerline should appear to be slightly to your right, and aligning it with your leg helps you better perceive the runway's slight shift from being directly in front of your sitting position. This should work fine as long as you haven't been in some sort of wild skiing accident and ended up with a twisted leg that has to rest across your instructor's lap.
In search of teaching resources
Dear Rod:
I'm always looking for resources to help train my students, specifically, flight instructor students. I spend a great deal of time with these folks, showing them many of the popular Web-based resources they can use. Do you happen to have any resources that you can recommend in terms of flight planning, weather, federal aviation regulations, and so forth that would help my students? I think I've got most of them covered, but it doesn't hurt to ask.
Sincerely,
Jan
Greetings Jan:
No doubt you've looked at many of the fine resources available on AOPA Online and AOPA Flight Training Online. The Real-Time Flight Planner is just fantastic, and I use it for all my flight-planning purposes. The visual depiction of TFRs on this site is incredibly useful. Also, be sure to check the unparalleled safety publications and online courses from the AOPA Air Safety Foundation--they're free, too.
There are two new sites that you're sure to find useful. My friend and fellow CFI Susan Parson (the young lady who promotes the "Teachable Moments" concept for flight instructors) has created two new online resources for you. The first is titled Conducting an Effective Flight Review and is one of the most comprehensive documents on the topic that I know of. It's a heck of a resource and you should definitely look it up at the FAA's Web site.
The other resource is titled General Aviation Pilot's Guide to Preflight Weather Planning, Weather Self-Briefings, and Weather Decision Making. This is another wonderful and comprehensive document that all pilots and instructors should read.
Susan Parson is a special assistant to the FAA and is one of those amazing CFIs with a keen mind, unparalleled enthusiasm, and a good feel for the tools we instructors need to better perform our job. I'm a big fan of her work, and I know you'll find her tools useful.
Logging multiengine time
Dear Rod:
I am interested in logging more multiengine time as inexpensively as possible. I understand that it is possible for me and another multiengine-rated pilot to share the hourly rental fee of a multiengine airplane and both log PIC. One pilot is flying, and the other is just sitting there. This sounds too good to be true. Please explain.
Thank you,
Roy
Greetings Roy:
It is too good to be true, especially the "just sitting there" part. The only way both of you can log PIC time as private pilots is if one of you wears the hood and the other acts as safety pilot. The one who is wearing the hood and flying can log PIC time, and you, the safety pilot, can log PIC time--but only if you agree to be (and are qualified to be) the legal PIC for that flight.
Pick an attitude
Dear Rod:
Ever since I began my training, I've become increasingly frustrated at not being able to control airspeed during climbs and descents. I should note that I have about 45 hours, and I do switch among a Cessna 172, a Piper Warrior, and a Diamond DA-20. I've soloed, but just barely. My flight instructor can't seem to help me. Can you? Help!
Sincerely,
Airspeed Afflicted
Greetings AA:
Just "barely" soloed? Did you instructor not get all the way out before you took off? OK, I know what you mean, and I wish I had a 12-step plan to assist you with your AA problem. I can, however, offer two important suggestions. First, pick one airplane and stay with it until you obtain your private pilot certificate. Jumping from airplane to airplane is not always a wise idea when you're a student pilot.
That said, I don't care whether you're flying a Boeing 747 or a Piper Cub, the airspeed won't vary if you fly a specific attitude and stop chasing the airspeed needle. That's what you're doing, isn't it? That needle probably wags like a puppy dog's tail, and you're all over the kennel trying to fetch it.
Remember this equation: attitude + power = performance. That's the golden rule for airplane control. Pick a specific attitude, set the power, and the airplane will perform in a specific way. Don't like the way it performs? Then change one or both of the two variables until you find something that pleases you (and your instructor, of course). Attitude, attitude, attitude--that's the answer. It's the "AAA" solution to your "AA" problems.
Comfort is the key
Dear Rod:
I've normally used headsets that come with the airplane rental, but I am ready to buy my own. If you had $200 to spend on a headset, what would you buy? Thank you for your input!
Best,
Ron
Greetings Ron:
A headset is a highly personal item, and one size doesn't fit all. For instance, I know folks who swear by a particular brand of headset, yet I find these to be the most uncomfortable thing I've ever attached to my head (next to the propeller hat I wore during my solo--I had to keep propping it to keep my brain running).
So I'm reluctant to provide a recommendation. Instead, I suggest you try wearing a few different sets and find one that's comfortable for you. Perhaps you can borrow a few different types to see how they fit. Comfort is the most important item to consider when wearing a headset. Nothing matters more than comfort, in my opinion.
The electronics of most major brands of headsets are more than adequate for accomplishing communication, so comfort is the major deciding factor. On the other hand, it might be best to save up your money and purchase an active-noise-canceling headset instead of the traditional noise-reducing headset (one without any electronic means of diminishing ambient noise). These cost more money, but they're worth the investment in the long run. For more information on headsets, see this magazine's online guide for headset buyers.
Rod Machado is a flight instructor, author, educator, and speaker. A pilot since 1970 and a CFI since 1973, he has flown more than 8,000 hours and owns a Beech A36 Bonanza. Visit his Web site.
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