Ada Elle

I do a lot of sideslipping, but the Alpha just won't come down even if sideslipped, if you're too high. I'm not talking about overthinking in the moment. I'm talking about overthinking in the pre-brief and de-brief. In an emergency (and I am exposed to non-aviation emergencies reasonably often in my day job) you should be so well trained that you can run through the routine automatically. The pre-brief is "how can I make the conditions around a critical situation as best as possible"; the de-brief is "what happened just then and how can we improve it for next time?". Thinking, even to excess, is useful in those situations.

I do a lot of sideslipping, but the Alpha just won't come down even if sideslipped, if you're too high. I'm not talking about overthinking in the moment. I'm talking about overthinking in the pre-brief and de-brief. In an emergency (and I am exposed to non-aviation emergencies reasonably often in my day job) you should be so well trained that you can run through the routine automatically. The pre-brief is "how can I make the conditions around a critical situation as best as possible"; the de-brief is "what happened just then and how can we improve it for next time?". Thinking, even to excess, is useful in those situations.

Good enough for an instructor isn't necessarily good enough for my personal standards. Also, I've asked my instructors, and I've gotten their opinions on what works for them. I'm trying to work out what works for me. The question isn't "how do I do it", the question is "how do I avoid being sloppy the first couple of circuits in a different aircraft". When I went from a draggy aircraft to a slick aircraft today (and my instructor was happy to sign me off, officially, on both) the first few circuits I was way high.

Good enough for an instructor isn't necessarily good enough for my personal standards. Also, I've asked my instructors, and I've gotten their opinions on what works for them. I'm trying to work out what works for me. The question isn't "how do I do it", the question is "how do I avoid being sloppy the first couple of circuits in a different aircraft". When I went from a draggy aircraft to a slick aircraft today (and my instructor was happy to sign me off, officially, on both) the first few circuits I was way high.

not went to as in moved to, went to as in did their GA training at.

not went to as in moved to, went to as in did their GA training at.

Better overthinking than not thinking!

Better overthinking than not thinking!

I see you've met Jim!

What I was wondering, for the people who use attitude based final approaches, is how you deal with the difference in attitude on final between planes. I know Noel Kruse's book has the dot, and I quite like the planes I've been in with the dot (which is, unfortunately, in the wrong spot for me) but again, changing planes a lot, I can't really get the dot to work.

What I was wondering, for the people who use attitude based final approaches, is how you deal with the difference in attitude on final between planes. I know Noel Kruse's book has the dot, and I quite like the planes I've been in with the dot (which is, unfortunately, in the wrong spot for me) but again, changing planes a lot, I can't really get the dot to work.

Can glide almost 3nm from 1000'! Actually have problems burning off energy coming from downwind... like having lots of slip!

Can glide almost 3nm from 1000'! Actually have problems burning off energy coming from downwind... like having lots of slip!

The museum at bankstown is moving to Camden soon...

What I meant was, do you fly: - elevator for airspeed and power for rate of descent - attitude for aimpoint and power for airspeed - something different I've settled on "elevator trim for AoA, power for glide stretch, and always go high and slip it down" but it needs more time on final to stabilise than what I've been giving myself at The Oaks. It seemed to work at Camden in the Citabria and the Warrior, though - but had to change flare heights. (I find the runway at The Oaks really hard to see - the only thing I can convincingly see is the yellow windsock when passing downwind. I did my ab initio training there in the LSA55s, and was taught ground markings, but flying the J160 for the first time yesterday I really struggled to do everything properly on final.) Dave said to me 'your circuits used to be really sharp, now they're a bit sloppy' - but he only saw them after I'd done about 100 glide approaches in a month, when he took me for my flight test. Also, having CHTs means that I can now see how cold the engine is getting on the glide approach, and the J160 is really really busy on a go-around.

What I meant was, do you fly: - elevator for airspeed and power for rate of descent - attitude for aimpoint and power for airspeed - something different I've settled on "elevator trim for AoA, power for glide stretch, and always go high and slip it down" but it needs more time on final to stabilise than what I've been giving myself at The Oaks. It seemed to work at Camden in the Citabria and the Warrior, though - but had to change flare heights. (I find the runway at The Oaks really hard to see - the only thing I can convincingly see is the yellow windsock when passing downwind. I did my ab initio training there in the LSA55s, and was taught ground markings, but flying the J160 for the first time yesterday I really struggled to do everything properly on final.) Dave said to me 'your circuits used to be really sharp, now they're a bit sloppy' - but he only saw them after I'd done about 100 glide approaches in a month, when he took me for my flight test. Also, having CHTs means that I can now see how cold the engine is getting on the glide approach, and the J160 is really really busy on a go-around.

I got my pilot certificate in 2011 (at hour 25) and clocked up 35 hours then. Life then got in the way. I've recently returned to flying and am somewhere between 50 and 80. but doing it the second time at three different schools (RA, GA, and GFA) having had the experience of more schools along the path... re-learning to fly has been quite a different experience, and I don't always agree with instructors on everything (having experienced a fair few, teaching flying from different perspectives). Back in 2011 I only knew two instructions (an SI, and the flight test with the CFI) and one aircraft. It was all "this is amazing! woohoo!". now it's: how do I push myself, how do I get better, how do I find _my_ way of thinking about it and doing it.

I got my pilot certificate in 2011 (at hour 25) and clocked up 35 hours then. Life then got in the way. I've recently returned to flying and am somewhere between 50 and 80. but doing it the second time at three different schools (RA, GA, and GFA) having had the experience of more schools along the path... re-learning to fly has been quite a different experience, and I don't always agree with instructors on everything (having experienced a fair few, teaching flying from different perspectives). Back in 2011 I only knew two instructions (an SI, and the flight test with the CFI) and one aircraft. It was all "this is amazing! woohoo!". now it's: how do I push myself, how do I get better, how do I find _my_ way of thinking about it and doing it.

How many hours do you think I have, and how long do you think I've had an RPC?

How many hours do you think I have, and how long do you think I've had an RPC?

(Not just an Ursula le Guin novel). Does anyone else fly multiply different types of aircraft regularly, and what landing technique (as in how to think about landing) do you use? (I mentioned to the CFI yesterday that I had done circuits (or at least landings, since one was a glider) in six different types of aircraft out of three different airports in the past month, and my poor brain was getting somewhat confused.)

(Not just an Ursula le Guin novel). Does anyone else fly multiply different types of aircraft regularly, and what landing technique (as in how to think about landing) do you use? (I mentioned to the CFI yesterday that I had done circuits (or at least landings, since one was a glider) in six different types of aircraft out of three different airports in the past month, and my poor brain was getting somewhat confused.)

https://en.m.wikipedia.org/wiki/Run_and_break

https://en.m.wikipedia.org/wiki/Run_and_break

How do I cope with an engine failure on final? outlanding? I like divebombing the runway but my CFI doesn't like what it does to Jabiru engines.