Jason Miller is an expert CFII in the San Francisco Bay Area who has been leading the TFP team since 2005. Jason is a CFI for AOPA's Air Safety Institute and is passionate about creating systems that help pilots achieve excellence and safety. The Finer Points develops systems and courses to help pilots improve their flying. For more information please check out learnthefinerpoints.com.
the best way to teach this is to have them hold the airplane over the centerline while flying down the runway with the right amount of pitch and power to keep a level pitch attitude for good runway visibility. they learn even more with a nice little xwind thrown in! also dutch rolls an excellent old school maneuver to quickly teach aileron/rudder coordination. when i do tailwheel endorsements this is the first maneuver i teach. they are not allowed to even attempt a touchdown until they can fly a 5000 foot runway using ailerons for holding the centerline with the correct amount of opposite rudder to keep the fuselage aligned with the runway in changing wind conditions as well as staying in ground effect with pitch/power inputs.
Staying ahead of the airplane is absolutely important, especially with a fast plane. Like someone put it falling behind the airplane is reacting to events that have happened in the past.
jason you should try flying ground track since you are using gps nav. so much simpler because you can forget about wind. say the final approach course is 310 and the needle is right of center. if you fly any course higher than 310 you are heading back to the runway centerline. the best way to stop students from chasing the needle is tell them to correct no more than 5 degrees from final approach course. so say the needle is to the right no more than 315 degrees and if it is left no lower than 305 degrees. once on centerline if you fly a ground track of 310 the needle will never move. now the additional task of guessing what the wind is doing is eliminated and as you know seconds are like minutes for single pilot IFR particularly with no auto pilot!
another good tip to simplify and reduce workload, you are navigating with GPS so fly ground track. now you can forget about wind because your ground track is not affected by wind
On my checkride, the examiner overbooked himself and expected me to rush my exam so he can to his next appointment. Not cool. He was rude and mean. I was in my lsst approach, it's now dark out. I slowed the plane down so not to be behind, I was nervous. He started screaming, "Why are you slowing down! I have to get back! “. (mind you, he arrived 30 minutes late)....not a fun experience being pushed and rushed especially during an IFR CR. I passed but he was upset and almost shaking whilst signing the pass slip. It was hard not to take it personal but now I laugh and remind myself, I'm the PIC. I did a great and safe approach and brought us both home safe as the newest IFR pilot.
why not aim for the grass and touch down on the end of the runway? what you said is spot on, you will always float 4 to 600' depending on wind and how well you maintain airspeed so just float over the grass and touch down on the end. you have more control if you come in low instead of high. if you are too high and have extended all flaps and slip there is nothing else you can do to get lower. if you are low you can use power to get to the runway and chop power as soon as you r ready to touch down. a great way to aid in your accuracy touch down point is to fly the downwind at 80 instead of 100 or more in aircraft with more powerful engines. so when you reach pattern altitude after turning downwind just reduce power a;nd watch the nose drop until the VSI goes to zero fpm. it is a very short distance to the approach end of the runway so why fly at cruise power? this is the key to shortening up your approaches.
Thank you for emphasizing the importance of Proper Power & Trim Settings for the Different Phases of a Flight. Stabilized Flight is half the battle with IFR. So are the Power Configurations in this video for a say a certain size aircraft like the 172? TY.
What causes nav radio failures? Should this ever be a signal to get it on the ground and address before the situation worsens? What if any diagnostics were done on the ground at the away airport? The radio seemed to jump to life as you were making the call. Did it come back up? You say it's compromised, but was it treated that way or did you continue to use it in any capacity?
“It is kind of like a framework, it … is a place to start.” Exactly. We don’t teach scans. We present opportunity for scans to evolve and develop. Any scan pattern we “teach” really is to make you comfortable and give you something for system two thinking as you start but as it becomes more automatic, it won’t follow any prescribed pattern that may have been “taught.”
At least your CFI gave you a heads-up before he cut one engine - mine did not. He will just yank the lever randomly and say "Simulated engine fail, what's your next move?" Or he will just cover one of the instruments and say "your Attitude Indicator just took a shit, you have one dead engine and you're in the clouds, what's next?" A hardass instructor, but I was thankful he was.
Sounds like you need to spend a good amount of time talking to some experienced pilots with lots of hours in that make and model. Something sounds wrong about “with one fuel pump on and one pump off.” First time I’ve ever heard that on any plane.
“Keep your eyes outside,” and you were both looking at mobile devices. Just saying. Lol And the engine didn’t fail. More fuel cools engine. Leaning during climb? Isn’t that for cruise? “Just getting used to the plane?”Personally, I’d fly that puppy for at least 20 hours before taking on passengers. Get the kinks out without the pressure of family on board. This isn’t a mechanical problem, it’s more a decision making thing, in my opinion. Stay safe, make good decisions. None of us are invincible.
Is it my imagination, or does it look like the right engine RPM was slower, compared to the left? IT’s the first thing I noticed when I started watching. Was there any indication on the engine monitor or EICAS that it wasn’t well, prior to cutting out?
Thank you Jason! You are my RU-vid CFI. I am not a pilot, but I have enjoyed studying GA. I have been observing the “impossible turn” topic and the pilot decision of choices of “never attempt” to possibly “consider”. @zach’ comment notes from the ASI’s video that certain aircraft (and conditions) give a little more favorable probability of performing this maneuver. High wing aircraft in the sample (Cub/Cessna 172) satisfactorily performed the turn (at various altitudes). The only low wing aircraft, Bonanza struggled in the test. Since altitude and distance appear to be key variables, wouldn’t it always be good consideration to choose the “best angle-of-climb” vs “best rate-of-climb” as possibly achieving higher altitude and minimum distance from the airport to raise the probability of making the impossible turn more possible?
My instructor would'nt allow actual spins but he did make me do stall recovery training regularly, explaining that it was nearly identical except for rudder input (cesna 150).
