Sim Flight Training: PPL: Part 4 of 7

[Brett_Henderson]

SimV Private Pilot:

1-Plan a flight of 50nm or more, accounting for winds aloft and their affect on heading and ground-speed. Calculate the minimum fuel needed (including reserves) and the maximum payload at that fuel level.

2-Fly the planned flight holding heading (+/- 10 degrees) and altitude (+/- 100 feet); enter the traffic pattern safely; execute a touch-and-go and fly one complete lap around the pattern and then execute a full-stop, short-field landing.

3-Execute a short-field takeoff.

4-Execute a constant-airspeed, climbing turn.

5-Track a VOR radial and fly to an NDB.

6-Execute a 360 degree, steep turn (greater than 45 degrees bank) holding altitude +/- 100 feet and rolling out on heading +/- 10 degrees.

7-Execute a no-flap landing.

Part 4 will be relatively quick, too (on my part)...

[Slotback]

Our "Instant Airline Captains", who think they can pilot big jets, are most likely making heading/altitude changes that would have their passengers spooked, airsick and gulping down their liquid sedatives.

Autopilot / yawdamper?  ;D

[Brett_Henderson]

[quote]Autopilot / yawdamper?

[ThomasKaira]

[quote][quote]Autopilot / yawdamper?

[Brett_Henderson]

Of.. of course      And in real life.. I use the autopilot all the time.. even in piston singles, if it's available and works.

But we're still in training mode here...

[Brett_Henderson]

Ok.. with all this new interest in flight training, I'd better get off my holiday butt and move on.

There isn't much for me to add here. We have to assume that aspiring pilots know what to do with the yoke/throttle/pedals, in order to manipulate their airspeed/altitude/vertical-speed... and understand how to coordinate a heading change... and how to enter, and maintain a standard rate turn...

If any of you are having problems.. Here's the drill...

-Straight and level fllght, heading 090, ~105kias at 3,000agl...

[Brett_Henderson]

For a constant airspeed climbing turn.. it's the same theory in reverse. Standard rate turn; 500fpm climb; +/- 10kias, EXCEPT that for a climb, your target airspeed is Vy (~75kias).. and then a return to cruise speed after rolling out and leveling off..




Now, I'll start work on the fun stuff... Radio navigation... Part 5

[BFMF]

My instructor used to have me practice standard coordinated turns while timing them. As a private pilot, i'm not sure how often timed turns like that are important, atleast not untill you start getting into instrument flying, holding patterns, ect

Maybe I missed something, but when would timed turns really have a practical use for a private pilot? I'm not questioning it, but I am curious

[Mobius]

During my instrument training we did "vertical-S's", where you would start in straight and level flight at 4000 feet and start a standard rate turn to the right while starting a 500 fpm descent at the same time, then after two minutes, you would (hopefully) be at your initial heading at 3000 feet, and you would immediately start a standard rate turn to the left and start climbing at 500 fpm so after exactly four minutes of maneuvering, you would be on your initial heading, at your initial altitude.  It was really good for practicing adjusting your turns to keep them standard rate, maintaining a constant climb/descent rate, rolling into and out of turns on your desired heading, and leveling off at your desired altitude.  It was everything all in one.

[Brett_Henderson]

My instructor used to have me practice standard coordinated turns while timing them. As a private pilot, i'm not sure how often timed turns like that are important, atleast not untill you start getting into instrument flying, holding patterns, ect

Maybe I missed something, but when would timed turns really have a practical use for a private pilot? I'm not questioning it, but I am curious

No.. you didn't miss a thing.. In fact you're a step ahead of me

[Brett_Henderson]

During my instrument training we did "vertical-S's", where you would start in straight and level flight at 4000 feet and start a standard rate turn to the right while starting a 500 fpm descent at the same time, then after two minutes, you would (hopefully) be at your initial heading at 3000 feet, and you would immediately start a standard rate turn to the left and start climbing at 500 fpm so after exactly four minutes of maneuvering, you would be on your initial heading, at your initial altitude.  It was really good for practicing adjusting your turns to keep them standard rate, maintaining a constant climb/descent rate, rolling into and out of turns on your desired heading, and leveling off at your desired altitude.  It was everything all in one.  

That's as good a drill as I can imagine...  :)

[SubZer0]

A standard rate turn is 20*, which, in a C172, gives you a 180* turn in one minute at a 20* bank.

270-90=180=1 minute standard turn at 20*

So, if your standard turn began at 090 and 3,000agl and it lasted one minute at -500fpm, you should be at 270* and 2,500agl after rolling out and leveling.

[Mobius]

A standard rate turn is 20*, which, in a C172, gives you a 180* turn in one minute at a 20* bank.

270-90=180=1 minute standard turn at 20*

The bank angle of a standard rate turn depends on your airspeed.  A standard rate turn is always 3

[Brett_Henderson]

Good stuff

[Slotback]

Can I just say that flying a coordinated turn in MSFS is far harder than in real life.

Fantastic tutorials.