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Instrument Training
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I was asked the question, "Why can't I keep my bank angle and speed steady in 45 degree turns?"
While this question looks quite simple, it is a very good one. There are several very useful concepts you can learn by understanding what happens in a constant altitude, constant airspeed 45° bank.
Let's assume that you enter a left turn by coordinating your aileron and rudder. As your angle of bank increases you have to pull back further on the elevator control. Once the bank approaches 45°, you once again coordinate your aileron and rudder movement to stop the roll and maintain a constant bank but you must continue pulling back on your elevator control.
1. Where you look now is very important. Most important is that you notice where the horizon cuts the top of the instrument panel. A quick glance at the artificial horizon will verify that you are indeed at 45 degrees. In most airplanes, that tiny white ball in the center of the artificial horizon instrument will be just slightly above the instrument's horizon. But be careful: don't stare at that instrument.
Now glance at the altimeter quickly. Is it moving? Verify that the ball has been centered. Before you move any controls, look out the window straight ahead. Then adjust your angle of bank and pitch attitude. One more time take a quick scan of the instruments. Keep this scan going. But spend most of your time looking outside.
Notice that I did not include the airspeed indicator in your scan. It is not important. If you hold altitude and bank constant, your airspeed will settle down and quit moving.
Interestingly enough, your aileron and rudder controls are to the right of neutral even though you are in a left turn. When you turn left your right wing inscribes a bigger circle through the air than your left wing. So it must travel faster. Since it is going faster, it produces more lift. Of course, when the right wing produces more lift than the left wing the airplane wants to roll to the left. So you must deflect the left aileron down and the right aileron up. In other words, you must keep the aileron control slightly to the right of neutral in a left turn.
2. Now you know that airplanes are unstable in roll. The fact that it wants to increase its bank once a bank has been established and the airplane is turning tells you this. So it requires your input to keep the bank from increasing.
It may not be obvious but you are in a slight pitch up angle of attack. This is because your airplane must lift 141% of its weight. The increased angle of attack causes P-factor. Just as you must compensate for P-factor in a climb, you must compensate for P-factor in a steep turn. That is why you must push on the right rudder pedal. So there you are: turning left even though you are keeping the rudder and aileron to the right of neutral. Steep turns to the right are not exactly symmetric to steep turns to the left. P-factor persists. More often than not you will find that you are pushing on right rudder pedal in a right turn even though your aileron control is slightly to the left of center.
Steep turns, like any other realm of flying, require that you move the controls to adjust the airplane's attitude. You should not move your controls to some pre-conceived position but only to change attitude.
3. The absolutely most useful lesson to learn from tight turns is to fly the airplane by controlling its attitude not by moving its controls to some preconceived position. By comparison, the facts that you eventually put the controls in a position opposite to the direction of turn to maintain a steady bank and that an airplane is unstable in roll are just curiosities.
Executing steep turns is an important and useful skill to master. It is also an essential exercise when becoming familiar with an airplane.
Doug Daniel is a long time pilot, flight instructor, software engineering manager and author. His department developed the software for the out-the-window-displays for the space shuttle, F-117, RS-71 and numerous other exotic airplanes. His writing focuses on flying techniques designed to make flying easier and safer. If this was interesting, visit his website at http://www.FlyingSecretsRevealed.com/flying_questions/.
Private Pilot License - Post Solo Training Costs
The Post Solo Training Costs associated with the Private Pilot License are normally close to the pre solo phase but will burn your money up the fastest. Once you break this down you want to look at the big picture of the entire license. You don't want to get stuck and run out of money because in this phase of your training, you are doing longer flights and will have more ground instruction.
Once again there are some requirements put out by the FAA that have to be done before you can do your solo cross countries. Some training syllabuses will do some of the things I list below before solo but I like to build each lesson on top of the other so you learn one thing and then integrate it into the next lesson.
A perfect example is the simulated instrument training. I have this broken into 2 post solo flights. That will get about 2.2 hours of simulated instrument time. Then I have a lost procedures lesson where we will get about another .3 hours then the rest I will pick up at the flight test preparation stage. Bottom line is you need the three hours but if you are getting a little here and then a little there, chances are someone misses it and the examiner picks it up on flight test day and then walks out because you aren't qualified.
The other thing that can happen is your instructor picks it up and then up you go for an extra flight. The same thing can happen with the night time. I can't tell you how many times it has even happened to me no matter how careful I was. Now I do all the night time in one flight so it is over and done with. You don't want to get a call from your instructor the night before your flight test telling you to meet them at the airport to get some more flight time.
For our purpose here I will just list the requirements and then give you an estimate on the cost. The Private Pilot Post Solo requirements can be found at the link below. I will just outline the cost for you:
Private Pilot License, Post Solo Requirements
Basically there are 5 things needed before you can go on solo cross countries.
Soft Field Takeoffs and Landings
Short Field Takeoffs and Landings
Simulated Instrument Time
Vor Navigation
Cross Country Flight Training
Now the Hour Requirements are just for the Private Pilot License Aeronautical Experience but you have to have logged the above subject areas. I also Include the Dual Cross Countries Day and then all the night time Required.
1.5 Hours Dual Instruction for Soft-Field / Short-Field Takeoffs and Landings
2.2 Hours Dual Instruction / Simulated Instrument Instruction
4.4 Hours Dual Instruction for Cross-Countries
2.5 Hours Ground Instruction
3.0 Hours Dual instruction for Night Flying
5 Hours Solo Cross Country
In my syllabus, I have two dual cross-country flights, and each averages 2.2 hours. The FAA only has an hour requirement for the private pilot certificate, but I personally think that students need two different cross-country flights and about 2-3 hours of ground instruction. I am also going to add the solo cross country hours here since the goal here is to get the solo cross country requirements and move on to the flight test preparation portion of your Private Pilot Flight Training.
If we add this all up we get the following cost for this part of your private pilot training:
Private Pilot License Post Solo Cost
11.1 Hours of Dual Instruction @ $165 Per hour $1831.50
2.5 Hours of Ground Instruction @ $45 Per Hour $112.50
5 Hours of Solo Cross Country Flight $600.00
Total $2543.00
Once again with a good instructor and flying consistently, you should be close to this amount for this phase of your Pilot License Training.
Depending on the instructor or the syllabus you may do one day cross country and then one night cross country. I personally have two different day cross countries to different types of airports.
Hope to see you in the sky
Airfreddy
About the Author
Frederick Longe has been flying since 1985. He has logged over 9,000 Hours of flight instruction alone. In 1998 Longe was awarded one of the first Master CFI Designations in the country by the National Association Of Flight Instructors. Airfreddy's Private Pilot Information Website
Instrument training under the hood partial panel?
Interpreting the Magnetic compass ?
Turning the shortest direction to reach a given heading.
I'm having trouble viualizing this .Example to turn from a heading of 305 to 110 do you turn right or left ? It takes me to long to figure it out is there a quick fix
If your desired heading is less than 180 degrees from your current heading, turn right. If it's exactly 180 degress, it doesn't matter which direction. If your desired heading is more than 180 degrees from your current heading, turn left.
Don't worry about the math either. If your mag compass is covered up, look at your VOR or NDB; find your current heading and look across to find your 180 degree heading.
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