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ZG862

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Everything posted by ZG862

  1. You're very welcome. As for difficulties in coordination, you should have seen my early performance on taxi. Woeful. I could never brake without lurching in one direction or another. Eventually my instructor made me put my hands in my lap and then it all started to come together. He then started offering free beer if I could roll the nose wheel over every taxiway light and to this day has never had to pay out (to me or any student afaik). Agree that flying training is expensive but it can be a lot less that most people assume with a bit of planning. Go say hello anyway (most are pretty friendly) and see if they'll sell/loan you a checklist. (It will be much more useful than one you'll find on the internet.) Z
  2. Nice video by the way. I've never seen a C152 door shut as nicely as Carenado make it - you open the window, grab the door and pull hard then lean on it a bit to make sure it has latched fully. More than once I've had to re-close it in the circuit. First time it happened was a bit scary but after a while you chill out. Some trivial observations on your flying if I may: Get into the habit of doing a power check before takeoff. This is normally done on the taxiway just short of your holding point faced into the wind. RPM 1200, brakes: on, look behind, gauges checked, RPM: 1700, Ts&Ps, carb heat check, mag check, rpm to idle, Ts&Ps, RPM: 1200, Controls: free & correct sense, Harnesses & hatches: secure etc Try to track along the runway after takeoff. Obviously a crosswind makes this more fun. FRET check at 300 feet (Flaps, RPM, Engine, Ts&Ps). Trim for climb attitude (i.e. on full power, pitched up to a 70kt IAS climb you should not require any pitch input on the controls) When landing, ensure the main gear lands first!!! Keep bringing the elevator back until the nose wheel lands itself. You should hear the stall warner just before your main wheels touch. Better still, go visit your local flying school!! Z
  3. I was also taught to apply carb heat during periodic checks such as the FREDA that you do on every turn (or approx. 15 mins or when there's nothing else occupying you) and during downwind checks in the circuit. A FREDA goes something like this: Fuel: Valve on and contents sufficient for remaining flight Radio: Tuned to active ATSU with upcoming frequency tuned in standby Engine: Carb Heat: ON, note RPM drop, Temps & Pressures in the green, Carb heat: OFF, note RPM rise Direction Indicator and compass aligned, steering planned heading Altimeter set to correct pressure setting, aircraft at planned altitude As I got faster at FREDAs during training, I tended to leave the Carb Heat OFF until the end so as to give it a little longer to warm up the carb. I've not noticed FSX ever simulating a little rough running and cough when using carb heat, though this will occur if the heat causes melting of icing that has been taking place and consequent water vapour in the mix. Carb heat is normally switched OFF after you vacate a runway since the mechanism opens a flap that could drag in FOD (grass etc). You tend not to do it before vacating so that you can stay focussed on any ATC instruction. Z
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