Datalink weather has the potential to make your flying safer and more comfortable – but only if you know how to use it properly. Join Air Facts editor, John Zimmerman, in this webinar video, for an in-depth look at ADS-B, SiriusXM, and how to use them in flight.
Topics include:
– Weather accident trends
– The 5 rules of datalink weather
– Differences between ADS-B and SiriusXM
– Popular weather receivers
– Real world weather flying scenarios
https://media.flighttrainingcentral.com/wp-content/uploads/2019/07/05172445/iPad-sentry-weather.jpg10671600Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2022-07-01 10:00:252022-06-30 21:01:44Sporty’s webinar video: Flying with Datalink Weather—ADS-B and SiriusXM Tips
Steep turns were my nemesis. While I didn’t fail an exam as a result, it was clearly a weak maneuver within my repertoire. Never as clean and crisp as I would like. Never something I enjoyed. As I advanced with certifications, training and experience, my disdain for the perennial exam and proficiency requirement only grew. And then I stopped fighting and started flying.
Maybe it’s not steep turns, but nearly all pilots can relate a maneuver in which we lack confidence in performing; maybe even to the point of fear. We find ways to cope, manage or mask the feeling of inadequacy. If we’re lucky, there will eventually be an instructor, fellow pilot, or maybe just a moment in time when it clicks. The fear subsides, the confidence builds, and we’re better pilots for it. For me it was learning to focus on the right things at the right time.
It’s conceivable that a 45 degree banked turn could be needed for an evasive maneuver, but we don’t practice or require the execution of steep turns so that we can make them a part of our everyday flying. In fact, they should largely be avoided. Steep turns are a staple in our training regimen for a better understanding of the aerodynamics associated with turns and to help develop smooth and coordinated use of flight controls, division of attention, and general mastery of the aircraft to aid all of your flying.
Private pilot airman certification standards prescribe a 360 degree turn at 45 degrees of bank. Altitude is to be maintained +/- 100 feet, airspeed within 10 knots, and bank +/- 5 degrees with a roll out on the entry heading +/- 10 degrees. The direction of turn is at the discretion of the examiner (or applicant) and it’s common to complete a 360 degree turn in the opposite direction immediately following the first turn. It’s sound practice to ensure the area of the intended maneuvering is clear before commencing and be sure to complete a basic pre-maneuver checklist.
Set the stage for success by being configured and stable prior to entry. Searching for speeds and altitudes during the maneuver will not yield a good outcome. Memorize the power setting needed to enter the maneuver at the recommended airspeed. Just as important, memorize the additional power needed to maintain speed throughout the maneuver (as drag increases, additional power will be needed to maintain airspeed). Practice adding and subtracting power through feel only and without referencing the tachometer. Less time spent including the power instrument in your scan, the more time you can focus on your airspeed, altitude and bank angle.
When selecting an entry point, a prominent visual reference on the horizon is important, but select a visual point that also aligns with a cardinal heading. A cardinal heading will be much easier to identify in a quick scan of the heading indicator and serves as a back up or insurance to the visual reference point.
As you enter the maneuver, anticipate the additional back pressure necessary to maintain the required pitch. It’s common for the nose to drop initially due to a lack of back elevator resulting in rapid loss of altitude. Be deliberate in memorizing the correct feel and understand back elevator pressure should be increasing steadily as you roll into the 45 degrees of bank. It’s ok to make use of elevator trim; however, some pilots prefer to feel the necessary pressure without the use of trim. No matter your choice, practice the same method each and every time.
Steep turns require prompt flight control inputs. Small corrections for pitch are accomplished with elevator pressure while the bank angle is held constant with the ailerons. Use the bank angle tolerance of five degrees to your advantage when making corrections. If altitude is decreasing, reduce bank angle (horizontal component of lift) slightly before making a pitch correction. This small adjustment in bank may be all that is necessary to stop the decreasing altitude trend. Conversely, if altitude is increasing, increase bank angle slightly before making a pitch correction. Continuous, rapid pitch adjustments without the finesse of bank angle adjustment is the difference in fighting the airplane versus flying the airplane and can even exaggerate altitude deviations.
Spot the trends and take action. A satisfactory commitment to the visual site picture will ensure you spot altitude deviations immediately. A mental database of steep turn pictures will reinforce the correct picture. Make use of the quality video-based resources available so that you can view and review steep turns from the pilot’s perspective. Take your own video or pictures to aid in your study.
On the panel, a quick, accurate scan will supplement what you’re seeing on the horizon and will be key in the performance metrics to which you’re being held. It’s important within your scan to recognize trends for additional feedback on the amount of control input needed for corrections. It’s not enough to see that altitude is decreasing, you need to also know how quickly altitude is deviating. The vertical speed indicator is a direct indicator of altitude trend and important to include in the instrument scan.
The rollout from the turn must be started before reaching the desired heading. A rule of thumb is to lead by one-half the angle of bank or about 20 degrees ahead of your desired heading in the case of the 45-degree steep turn. Don’t ignore rudder input in the direction of the rollout or toward the high wing. Coordination is important during all phases of the maneuver. As the angle of bank decreases, the elevator pressure should be relaxed at the same rate it was applied during roll-in. If trending toward an undershoot, slow the rate of rollout. If trending toward an overshoot, increase your rollout rate and use additional rudder input to lock in on your desired heading.
I find it helpful in the execution of steep turns to practice in a variety of conditions and scenarios. Begin some turns to the right versus left. Execute 180 degree turns in addition to 360 degree turns. Seek out days for steep turn practice with haze or scattered clouds. This all helps in accomplishing the objective of steep turns.
What I once viewed as punitive, I now approach with enthusiasm. I know the lessons learned are fundamental to all flight maneuvers. I look forward to the continual refinement in skills necessary to accomplish steep turns. In other words, I learned to stop fighting the airplane and fly the airplane.
The steep turn video tutorial is from Sporty’s complete Learn to Fly Course.
https://media.flighttrainingcentral.com/wp-content/uploads/2018/02/05174412/IMG_0298.jpg540960Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2022-06-27 10:00:152022-08-23 09:21:17How to master steep turns
It’s not uncommon for pilots to have some fear of interacting with Air Traffic Control (ATC) often concerned with making a mistake or of being judged by others on frequency. Not only is that the wrong attitude, but it can also deprive you of valuable services and even compromise safety. Controllers are humans just like pilots, and they’re actually there to help.
Quality Control Support Manager, Roland Ratliff, from Cincinnati Approach Control discusses what controllers expect from pilots, plus some tips for your next request to ATC.
https://media.flighttrainingcentral.com/wp-content/uploads/2020/05/05171029/AskATC.jpg10801603Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2022-06-18 10:00:072022-06-17 09:07:26Webinar Video: Ask an Air Traffic Controller with Roland Ratliff, Cincinnati Approach
The National Air Transportation Association (NATA) Navigate Your Future Scholarship application deadline is approaching for high school seniors. NATA’S $2,500 scholarship is offered to a graduating high school student continuing his or her education in the aviation industry. The scholarship is to be used for one year of full-time undergraduate study.
Applicants of the Navigate Your Future Scholarship must:
be a senior in high school planning a career in the general aviation field
be enrolled or accepted into an aviation-related program at an accredited college or university
submit the letter of acceptance from the college or university
be able to demonstrate an interest in pursuing a career in general aviation
Application
Interested students must complete an application and submit it along with the following required documents NO LATER than Friday, June 24, 2022.
Upload a high school transcript showing rank in graduating class
Letter of recommendation
Letter of acceptance from college/university
Personal statement discussing career goals in general aviation, education plan, flight training goals and two or more reasons why you should be chosen for this scholarship
Recipients will be notified in writing by the end of July.
Proper planning prevents poor performance. I’m not sure who to credit with the adage, but it very much applies to consistent landings.
A good landing starts with good planning and a good pattern. Your standard entry of course is a 45 degree (ground track) entry to the midpoint of the downwind leg. If operating at a towered airport, you’ll have to comply with ATC instructions and be prepared for something non-standard.
In the event you’re approaching the airport from the opposite side of the runway, it would also be acceptable to enter on a midfield crosswind at pattern altitude. Yes, I’m an advocate of this alternative method versus over-flying the field and making a descending turn toward the traffic pattern opposite the direction of approaching traffic with obvious blind spots and additional low-level maneuvering.
Establish the aircraft on downwind with the aircraft trimmed for level flight at the recommended speed and configuration. The recommended downwind speed in any aircraft should allow you to make adjustments in speed for spacing if the pattern is busy.
After beginning your descent abeam the designated touchdown point (always choose a touchdown point for consistent landings), make the appropriate configuration, speed and trim changes. Turn your base leg when the intended touchdown point is approximately 45 degrees behind the wing. The turn from downwind to base will likely be more than 90 degrees if any wind is present (remember your Rectangular Course). The turn of more than 90 degrees will ensure you maintain a constant distance from the runway by crabbing into the wind – to avoid drifting.
The 45 degree point is a critical position for consistent landings because you’re close enough to ensure the airport is made in the event of an engine failure, but also have enough room to fine-tune your descent. As stable and fine-tuned as you can possibly be prior to your turn to final, the more likelihood of a good landing.
If you appear to be too low, make a shallow turn to final. If you appear to be high, delay the turn and make a medium-banked turn to final to sacrifice more vertical lift. While varying the bank angle to compensate for altitude on base leg is perfectly acceptable and necessary for consistent landings, remember, the goal is always to roll out on final with the airplane on the extended center line. Rest easy, this takes practice to develop awareness of the proper visual cues.
Your final glide path should remain constant to landing with consistent airspeed. Now, the wind variable – the stronger the wind, the slower the rate of descent needed to maintain a constant glide path and vise versa with less wind, but airspeed does not change. To increase the rate of descent while maintaining airspeed, decrease power. To decrease the rate of descent while maintaining airspeed (stronger headwind), increase power. But remember, all power changes require a pitch change and all pitch changes will require a power change. This fine-tuning should be just that. If you’re forced to make large power and therefore, pitch changes, or they happen to be self-induced (which will happen to all of us), it’s time to go-around.
AIMING POINT
After turning final it’s now time to focus on your aiming point to ensure your designated touchdown point will be made – the aiming point is NOT the intended touchdown point, it’s strictly for reference and is where the descent path visually intersects the runway. It will be located in front of your touchdown point as you will travel forward during the flare. Theoretically, if you were to not flare the aircraft, the aiming point is where the aircraft would meet the runway. The aiming point does not move – the distance between the aiming point and horizon will remain constant. This fundamental concept of aiming point and its relationship to touchdown point is critical to your mastery of landings.
The aiming point can be between lights or a particular spot on the runway. During the approach, align the aiming point with a place on the windshield. If the point stays on the same spot on the window, then you’re maintaining a constant glide path. If the aiming point moves down on the window, then you’re drifting above the glide path and will likely overshoot. If the aiming point moves up on the window, you’re below the appropriate glide path and may undershoot. Additional pitch and power changes will be necessary if you experience any movement of the aiming point.
The flare or round-out should be started 10-20’ above the runway. As you approach the runway and begin to slow by increasing pitch, gradually decrease power. As the airplane slows, shorten your focus. In the beginning of the flare, you are trading airspeed for altitude in the form of a shallower rate of descent. By increasing the pitch, descent rate is slowed so that you can allow the airplane to settle. Back pressure, however, will need to continue to increase until there is no more airspeed to trade. At this point the airplane will settle to the ground as the airplane wings stall…ideally, the same time full back elevator is reached.
Landings are a delicate exercise in energy management. We rightfully tend to focus on the danger of mismanagement in the slow direction, but high speed can be just as harmful. I happen to believe it is mismanagement in the high speed direction that often leads to sloppy base to final turns resulting in cross-controlled situations at low altitudes. Precision should be the goal.
PRACTICE, PRACTICE, PRACTICE
Finally a word on practice. A wise person once told me you can’t practice anything effectively unless you have goals and a method to measure progress. In terms of making more consistent landings, this means examining your landings with a critical eye. Some things to consider:
Speed – are your pattern speeds correct and consistent through all legs
Aiming & Touchdown points – are you maintaining the discipline to select aiming and touchdown points for every landing and making those touchdown points
Flare & Touchdown – are you appropriately trading airspeed for altitude in the form of a shallower descent in the flare and touching down as the wings stall
Runway alignment – are you on center line with the longitudinal axis parallel to the runway
Go-Arounds – are you following your own rules for a stable approach and executing a go-around when appropriate.
Judge your improvement on the quality of your “bad” landings. And practice under a variety of conditions (wind, configuration, time of day, etc.) to better hone your visual cues and mastery of the airplane.
https://media.flighttrainingcentral.com/wp-content/uploads/2022/06/05154743/better-landings-feature-scaled.jpg19622560Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2022-06-12 17:15:502022-06-15 11:42:27Make better landings by doing this
Soloing an airplane before you get your driver’s license? That was Ryan Glassmeyer’s goal from an early age, and that’s exactly what he managed to do. In this video, he talks about learning to fly as a teenager, how he convinced his parents, and then takes us along for that first flight.
https://media.flighttrainingcentral.com/wp-content/uploads/2022/06/19155159/Solo16.jpg7821394John Zimmermanhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngJohn Zimmerman2022-06-07 13:18:202022-12-19 15:52:08Video: solo at 16
Sporty’s webinar video: Flying with Datalink Weather—ADS-B and SiriusXM Tips
/in Webinars/by Eric RadtkeDatalink weather has the potential to make your flying safer and more comfortable – but only if you know how to use it properly. Join Air Facts editor, John Zimmerman, in this webinar video, for an in-depth look at ADS-B, SiriusXM, and how to use them in flight.
Topics include:
– Weather accident trends
– The 5 rules of datalink weather
– Differences between ADS-B and SiriusXM
– Popular weather receivers
– Real world weather flying scenarios
How to master steep turns
/in Tips and technique/by Eric RadtkeMaybe it’s not steep turns, but nearly all pilots can relate a maneuver in which we lack confidence in performing; maybe even to the point of fear. We find ways to cope, manage or mask the feeling of inadequacy. If we’re lucky, there will eventually be an instructor, fellow pilot, or maybe just a moment in time when it clicks. The fear subsides, the confidence builds, and we’re better pilots for it. For me it was learning to focus on the right things at the right time.
It’s conceivable that a 45 degree banked turn could be needed for an evasive maneuver, but we don’t practice or require the execution of steep turns so that we can make them a part of our everyday flying. In fact, they should largely be avoided. Steep turns are a staple in our training regimen for a better understanding of the aerodynamics associated with turns and to help develop smooth and coordinated use of flight controls, division of attention, and general mastery of the aircraft to aid all of your flying.
Set the stage for success by being configured and stable prior to entry. Searching for speeds and altitudes during the maneuver will not yield a good outcome. Memorize the power setting needed to enter the maneuver at the recommended airspeed. Just as important, memorize the additional power needed to maintain speed throughout the maneuver (as drag increases, additional power will be needed to maintain airspeed). Practice adding and subtracting power through feel only and without referencing the tachometer. Less time spent including the power instrument in your scan, the more time you can focus on your airspeed, altitude and bank angle.
When selecting an entry point, a prominent visual reference on the horizon is important, but select a visual point that also aligns with a cardinal heading. A cardinal heading will be much easier to identify in a quick scan of the heading indicator and serves as a back up or insurance to the visual reference point.
Steep turns require prompt flight control inputs. Small corrections for pitch are accomplished with elevator pressure while the bank angle is held constant with the ailerons. Use the bank angle tolerance of five degrees to your advantage when making corrections. If altitude is decreasing, reduce bank angle (horizontal component of lift) slightly before making a pitch correction. This small adjustment in bank may be all that is necessary to stop the decreasing altitude trend. Conversely, if altitude is increasing, increase bank angle slightly before making a pitch correction. Continuous, rapid pitch adjustments without the finesse of bank angle adjustment is the difference in fighting the airplane versus flying the airplane and can even exaggerate altitude deviations.
Spot the trends and take action. A satisfactory commitment to the visual site picture will ensure you spot altitude deviations immediately. A mental database of steep turn pictures will reinforce the correct picture. Make use of the quality video-based resources available so that you can view and review steep turns from the pilot’s perspective. Take your own video or pictures to aid in your study.
On the panel, a quick, accurate scan will supplement what you’re seeing on the horizon and will be key in the performance metrics to which you’re being held. It’s important within your scan to recognize trends for additional feedback on the amount of control input needed for corrections. It’s not enough to see that altitude is decreasing, you need to also know how quickly altitude is deviating. The vertical speed indicator is a direct indicator of altitude trend and important to include in the instrument scan.
The rollout from the turn must be started before reaching the desired heading. A rule of thumb is to lead by one-half the angle of bank or about 20 degrees ahead of your desired heading in the case of the 45-degree steep turn. Don’t ignore rudder input in the direction of the rollout or toward the high wing. Coordination is important during all phases of the maneuver. As the angle of bank decreases, the elevator pressure should be relaxed at the same rate it was applied during roll-in. If trending toward an undershoot, slow the rate of rollout. If trending toward an overshoot, increase your rollout rate and use additional rudder input to lock in on your desired heading.
I find it helpful in the execution of steep turns to practice in a variety of conditions and scenarios. Begin some turns to the right versus left. Execute 180 degree turns in addition to 360 degree turns. Seek out days for steep turn practice with haze or scattered clouds. This all helps in accomplishing the objective of steep turns.
What I once viewed as punitive, I now approach with enthusiasm. I know the lessons learned are fundamental to all flight maneuvers. I look forward to the continual refinement in skills necessary to accomplish steep turns. In other words, I learned to stop fighting the airplane and fly the airplane.
The steep turn video tutorial is from Sporty’s complete Learn to Fly Course.
Webinar Video: Ask an Air Traffic Controller with Roland Ratliff, Cincinnati Approach
/in Webinars/by Eric RadtkeQuality Control Support Manager, Roland Ratliff, from Cincinnati Approach Control discusses what controllers expect from pilots, plus some tips for your next request to ATC.
Navigate Your Future Scholarship deadline approaching
/in News/by Eric RadtkeThe National Air Transportation Association (NATA) Navigate Your Future Scholarship application deadline is approaching for high school seniors. NATA’S $2,500 scholarship is offered to a graduating high school student continuing his or her education in the aviation industry. The scholarship is to be used for one year of full-time undergraduate study.
Applicants of the Navigate Your Future Scholarship must:
Application
Interested students must complete an application and submit it along with the following required documents NO LATER than Friday, June 24, 2022.
Recipients will be notified in writing by the end of July.
FMI: https://www.nata.aero/scholarships/navigate-your-future-scholarship
Make better landings by doing this
/in Tips and technique/by Eric RadtkeProper planning prevents poor performance. I’m not sure who to credit with the adage, but it very much applies to consistent landings.
In the event you’re approaching the airport from the opposite side of the runway, it would also be acceptable to enter on a midfield crosswind at pattern altitude. Yes, I’m an advocate of this alternative method versus over-flying the field and making a descending turn toward the traffic pattern opposite the direction of approaching traffic with obvious blind spots and additional low-level maneuvering.
After beginning your descent abeam the designated touchdown point (always choose a touchdown point for consistent landings), make the appropriate configuration, speed and trim changes. Turn your base leg when the intended touchdown point is approximately 45 degrees behind the wing. The turn from downwind to base will likely be more than 90 degrees if any wind is present (remember your Rectangular Course). The turn of more than 90 degrees will ensure you maintain a constant distance from the runway by crabbing into the wind – to avoid drifting.
If you appear to be too low, make a shallow turn to final. If you appear to be high, delay the turn and make a medium-banked turn to final to sacrifice more vertical lift. While varying the bank angle to compensate for altitude on base leg is perfectly acceptable and necessary for consistent landings, remember, the goal is always to roll out on final with the airplane on the extended center line. Rest easy, this takes practice to develop awareness of the proper visual cues.
Your final glide path should remain constant to landing with consistent airspeed. Now, the wind variable – the stronger the wind, the slower the rate of descent needed to maintain a constant glide path and vise versa with less wind, but airspeed does not change. To increase the rate of descent while maintaining airspeed, decrease power. To decrease the rate of descent while maintaining airspeed (stronger headwind), increase power. But remember, all power changes require a pitch change and all pitch changes will require a power change. This fine-tuning should be just that. If you’re forced to make large power and therefore, pitch changes, or they happen to be self-induced (which will happen to all of us), it’s time to go-around.
AIMING POINT
The aiming point can be between lights or a particular spot on the runway. During the approach, align the aiming point with a place on the windshield. If the point stays on the same spot on the window, then you’re maintaining a constant glide path. If the aiming point moves down on the window, then you’re drifting above the glide path and will likely overshoot. If the aiming point moves up on the window, you’re below the appropriate glide path and may undershoot. Additional pitch and power changes will be necessary if you experience any movement of the aiming point.
Landings are a delicate exercise in energy management. We rightfully tend to focus on the danger of mismanagement in the slow direction, but high speed can be just as harmful. I happen to believe it is mismanagement in the high speed direction that often leads to sloppy base to final turns resulting in cross-controlled situations at low altitudes. Precision should be the goal.
PRACTICE, PRACTICE, PRACTICE
Judge your improvement on the quality of your “bad” landings. And practice under a variety of conditions (wind, configuration, time of day, etc.) to better hone your visual cues and mastery of the airplane.
Video: solo at 16
/in Fun Flying Videos/by John ZimmermanSoloing an airplane before you get your driver’s license? That was Ryan Glassmeyer’s goal from an early age, and that’s exactly what he managed to do. In this video, he talks about learning to fly as a teenager, how he convinced his parents, and then takes us along for that first flight.
Video courtesy of Flight Outfitters.