Most of the time during your "S-turns" are you referring this as "stall-turns" if it is, most of the time the instructer is prolly whatching how well you can fly minimal airspeed or "slow flight" whille in the very comon stall spin area- turn. Usually it takes several experience flights before you become more comfirtable with the amount of rudder you add into your turns with the relation with airspeed. My only advice is to use what you feel is natural, on how much rudder you use, remember wheather can play a role in amount of Rudder used and Also Engine torque. Otherwise your instructer will always give great advice, just take note on what he says.
*RottyDaddy might also, give you some great advice, "real active pilot".
"Stall turns"?? Eeep! :o
No, no, ... S-turns are a ground reference maneuver, not to be done anywhere near Vs, as it is usually done at 1500 AGL.
I think SkyNoz is referring to turns at MCA (minimum controllable airspeed), which are to be done,
very carefully, with mostly rudder, at more like 3000 AGL.
Best rule of thumb for "s-turns across a road" is to choose a road (or RR, or whatever) that is nice and straight and longer than you think you'll need. Take your time and think ahead... and remember, slightly steeper bank entering a turn downwind, shallower upwind- this helps compensate for wind drift. If you don't roll out perfectly square to the road every time, don't sweat it- it's far more important to time everything so you make each 180 so that the wind doesn't mess you up; you want to just be rolling level as you cross the road. Very, very easy with no wind, but tricky with wind- which is the whole point of the exercise, as far as I know.
And for all ground-ref maneuvers: just remember what the name implies. Look at your "target", as much as possible. Once you reach the point where you can, for example, make a nice turn around a point while only looking at the point, you will be getting the idea. Very hard at first, but that is your goal.
As for your takeoffs: no offense, but if the CFI says you're pitching up too much on rotation, he's probably right. I just have a feeling...
For the moment, consider that if there's an expert in the plane during your lessons, it's probably not you. Make sense?
Don't know the Pipers very well, but if your trim is set right, you should only need a little back pressure, starting when you're nearing Vr (but for God's sake don't stare at the airspeed indicator during takeoff!)... once you get the nosewheel just off the ground, assuming you've got enough runway left and it's a normal takeoff, just
hold the nose right where it is. Don't try to haul it into the air; it's designed to rotate with the nosewheel just off the ground. How much is "just"? I dunno; not like I've ever stuck a measuring tape out the window and tried to measure it...
Ideally, you should roll on the mains for a coupla seconds before it gets fully airborne, and once it's up, ease off just a hair, if necessary, to maintain Vy (again, assuming no obstructions and no flaps). That's right; even just after rotation, you may actually lower the nose (a teeny tiny bit-
do not just let go!!) And only redusce pitch if you're seeing or feeling or hearing a continuing drop in airspeed... again, you must wait a sec to see what she "wants" to do before changing anything.
And "book" Vr is to be taken with a grain of salt- it may vary slightly due to any number of factors. Just do what's needed to get that nosewheel off the ground (when she feels "light"), and
hold it.
If you're using too much rudder during rotation, the solution is simple: use less rudder.
No, really: you should only add rudder (or aileron for xwind)
as needed... you've got to feel it out. Start with a little, give it a sec, then add more...
as needed.
Takes time to put all this together, but you have to be consistent.
Most important part of what I just said: Just enough back pressure on the yoke to get the nose up, then
hold it right there. All of these great little trainers will happily fly off the runway with small inputs, done at the right moment.
