VSL Aviation Podcast EP2 - Private Pilot ACS breakdown by a DPE part 2
Вставка
- Опубліковано 30 тра 2024
- In this episode, I cover areas of operations 2 through 4. I also discuss how perfection isn't the standard when completing the checkride. I hope you find this insightful!
Really enjoying your content. The way you convey key points truly provides much needed knowledge and confidence on the student side!
Thank you for the feedback!
Thank you for all the details from a DPEs perspective. I'm studying all your podcasts.
Excellent info. Thank you.
Very appreciative
I’m sharing this with flight instructors at the school.
Great!
Awesome video
Seth the only question I have, regarding the forward slip to landing in your crosswind example, is the side slip control of left rudder used to align with runway and right aileron to cancel out the drift. If, for example flying an archer with flaps extended, wouldn't you opt to continue the use of more left rudder and right aileron control to position the aircraft effectively with the right wing down (that being the upwind wing) into the wind for the forward slip. I ask because flight instructors have told me in regards to crosswinds and forward slips is to always place the upwind wing down into the wind. I referenced the airplane flying handbook and found the following; "When a crosswind is present, the pilot should lower the upwind wing such that the airplane is banked into the crosswind since slipping into the wind makes it easier to remain on the original flight path." Just like some clarification before my check ride. Great podcast!
You are correct. You want he wing down to be into the wind. So if the wind was coming from your right, you would want your right wing down and then use left rudder to align the longitudinal axis of the aircraft with the center line.
Just priceless. Thanks for sharing
Glad you enjoyed it
Hi Seth! Loving your videos! 44:30 In your crosswind/forward slip section you're using right to left cw as an example then you say "If I need to do a forward slip right now, I'm not going to go left rudder, right wing down because when you recover you need to do opposite of what you're doing ... " ... I just want to confirm this was a typo, because I thought that what the correct way of doing it ?
Thanks !
Yes, good catch. That was my mistake.
On the inoperative equipment, say for instance I noticed the landing lights weren’t working for a day VFR flight on my pre-flight checklist, is that something I can pull up in the FAR and show you on the check-ride to see if it’s legal or not, I’m a little confused on that part of the check-ride, where to go see if certain items would keep me from flying like you mentioned if the stall horn wasn’t working properly, or say I noticed a small chip on the propellor, could it grow into a bigger crack, and cause an dangerous situation, etc.,
Good question. You would want to use a combination of your plane's manual as well as the aircraft TCDS and FAR 91.205/91.213. If you showed me what operations require a landing light (using your example) and how we don't fall within that category then I would be fine with your decision to go. However, don't forget about complying with 91.213 (placard and deactivation).
44:27 For forward slips to land, I thought we should bank into the wind? If we have a right-to-left crosswind, we should bank to the right and apply left rudder, not the other way around? Thanks again for these great videos! W.
Yes, I would recommend banking into the wind when conducting a forward slip to land since the upwind wing will need to be down for landing.
I was a little confused when you were talking about the soft field landing and how the wind would have more of a weather vaneing effect - could you explain what you mean by that? My assumption is that until your wheels touch the ground the wind is not going to yaw the airplane at all, because it's just the medium that the airplane is travelling through.
When we aren't trying to land we don't care about the difference between our aircraft's longitudinal axis and our flight path, so normally your assumption is correct. However, since we want to land the aircraft in a zero side-slip condition, we need to align the aircraft's longitudinal axis with the runway and cancel out the drift with the appropriate amount of aileron. If we don't do that then when the wheels make contact with the runway they won't be aligned straight and, at the very least, will skid and create a side-loading force on the landing gear.
Imagine riding a wheelie on a bicycle. When the front wheel is in the air you can turn it in any direction and it doesn't have an effect on which direction the bike is going. However, when you let the front wheel down you need to align it with the direction you are going or there will be a sudden change of direction that will be hard to control.
Law of diminishing returns
Thanks
You're welcome!
Just so I'm clear in your example of landing with Rt cross wind, to forward slip it would be power pulled back, Rt rudder, Lf aileron to loose alt and slip correct?
With a right crosswind you would need left rudder to align the nose and right aileron to cancel out the drift.
Seth mentioned checking the alternator on the walk around preflight Hunan exact lease sure how to do that??
Check the belt (if it has one). If it's gear driven you can't really check it on the walk around but have to wait until the engine is running. The you just follow the checklist which usually involves verifying you have no discharge on the amp meter.
Why would we not use “TOMATOFLAMES” when dealing with inop equipment?
Feel free to use that memory aid, but just know that it doesn't cover everything. Personally, I would rather you know where to look up 91.205 quickly and also understand how your aircraft's equipment list and TCDS can require items that aren't discussed in 91.205.
Can’t seem to find episode 1..where to look
Here you go!
ua-cam.com/video/8SxSAqRn4y0/v-deo.html
Dang count me in the list of people that doesnt know how to check it! oh no!... i just check for belt tightness... how else can I check it please? I tried looking for the answer but I couldnt come up with anything
The alternator belt should be tight. When you accomplish your run-up, most checklists will have you turn the alternator off and make sure you see a discharge and/or the alternator inop light illuminates. On the walkaround, just make sure the belt is tight. Hope that helps!