Learning where to look in the flare
One of my primary students is having a difficult time during the landing flare. I suspect he's not looking to the side of the airplane during the flare, but instead is looking directly over the nose cowling. He looks directly ahead and loses his sense of depth, smacking the runway each time (I turn his potential crunch into a smack). I've tried everything, but I can't seem to help him. Any suggestions?
Gerry
Greetings Gerry:
If the tower is clearing you for a smack down instead of a touchdown, it's time to try something new. Here's a technique that I've used with students in the past. I must caution you not to try this without first explaining in detail to your student what you're doing and what behavior you expect from him.
When your student is in position to begin the landing flare, I want you to hold a piece of cardboard up to block his forward view over the cowling. You'll need to do this with one hand (preferably the left one) while keeping your right hand in the quick-draw position near your control yoke. The objective here is to block your student's forward view, forcing him to look to the left of the windscreen (where he can still see the side of the runway and horizon line) in assessing runway height.
You can't do this without planning. You need to know precisely where to hold the cardboard to block his forward view. You don't want to block all of his view--that's why I would cut a rectangular section of cardboard, lay it on the glareshield, and tape a small section of the far end. This allows you to place the cardboard in precisely the position that will block his forward view (and not yours) while allowing him to see out the left side of the windscreen. How do you know where to place the cardboard? Try sitting in the left seat and moving the cardboard to just the right place. When the time comes to flare, simply lift the cardboard, allowing the taped end to act as a hinge. This technique should help him focus his vision to the left during the flare and help him learn to land properly.
Of course, this technique is only to be used if you feel comfortable with it. And even though I've never heard of this happening, please tell the student this is a temporary training technique and he shouldn't use it when flying solo. I'd hate to get on an airliner one day and see a young airline captain with a piece of cardboard taped to his glareshield.
Calculating pattern altitude
Dear Rod,
I have a question for which I have not found a clear answer. I understand that traffic pattern altitude (TPA) is 1,000 feet above ground level. If my airport elevation is 271 feet, then is the TPA 1,271 feet exactly, not 1,300? Or is the TPA rounded up or down to the nearest 100-foot mark?
No Name
Greetings No Name:
Technically speaking, the traffic pattern altitude is whatever the Airport/Facility Directory says it is. Now, this can be 500 feet, 800 feet, or 1,500 feet agl, depending on local issues, of which noise abatement can be one. So, while the Aeronautical Information Manual may recommend a TPA of 1,000 feet agl, this is to be used only when the A/FD hasn't already established an official TPA. Finally, if the A/FD recommends a TPA of 1,271 feet, then fly 1,271 on your altimeter. There's no rounding up or down here.
Currency concern
Dear Rod:
If I am rated and current, is it legal for me to fly with a friend who is rated but not current while he does his three landings in 90 days for currency?
Randy
Greetings Randy:
Yes, this is legal as long as you are acting (and can act) as the legal pilot in command of the airplane while he is doing the three landings (meaning that you are rated in the aircraft, have a current flight review and medical, and are current to carry passengers). There's nothing wrong with this at all. The regulations only say that he has to do three takeoffs and three landings within the preceding 90 days as the sole manipulator of the controls before he can carry passengers. There's nothing there that says he has to be the legal PIC at the time he does this (which would mean he'd have to be solo).
Idle power on downwind?
Dear Rod,
I am currently at a flight school where the FBO teaches that in the Cessna 172 on downwind, once your radio call and checks have been completed, the pilot should bring the power back to idle to slow the airplane to a speed below 110 knots, then add 10 degrees of flaps while adding power to maintain 90 knots. At that point, you're expected to turn base and add 20 degrees of flaps and reduce the power to idle once again. This has me questioning the concept of bringing the power back to idle.
I feel uncomfortable about this procedure. In the traffic pattern, you shouldn't have to reduce the power to idle just to slow the airplane down. I asked the instructor why not use 1,500 to 1,700 rpm with carb heat applied? Why bring an engine from 2,000 rpm straight back to 500 or 650 rpm? What are your thoughts, and when you train in the 172 what procedure do you teach?
Adam
Greetings Adam:
One of the more important concepts to learn in aviation is that there is more than one way to fly an airplane. You're being taught a much different technique from what I'm used to teaching, but I don't believe this procedure is dangerous or risky. You're correct in saying that you could easily slow the airplane down without having to reduce the power to flight idle when transitioning to a lower airspeed. This makes for a smoother transition, and it's certainly the recommended way you'll manipulate power when you begin flying larger, higher-performance GA airplanes.
Of course, if there is an immediate need to change speed, then there's nothing wrong with bringing the power back to idle. Since it sounds like the latter portion of the pattern is flown to keep the engine power at idle, you'll definitely want to do an idle check in the run-up area. After the runup is completed in the run-up area, pull the power all the way back just to make sure the engine will idle and not quit. There have been a few accidents where pilots have pulled the power all the way back to idle on final and had the engine stop. Not good if you're not expecting that to happen, right?
Yes, this technique is a bit different than that used by many flight schools, but I don't want to second-guess your instructor here. Do what your instructor says and change your technique when you obtain your private pilot certificate.
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 is part owner of a Cessna P210. Visit his Web site.
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