> Message: 4 > Date: Sun, 16 Oct 2005 11:01:36 +0200 (IST) > From: Vassilii Khachaturov <[EMAIL PROTECTED]> > Subject: Re: [Flightgear-users] Re: Tutorial - Flight between 2 > airports > > > 2) since you're doing a x-country, you could add tuning in a VOR (or 2). > > I'd also add a couple of words of distributing the workload over > time, such as pre-tuning frequencies and getting destination weather > in advance.
yeah, maybe just tune, identify and set a VOR during runup and leave it alone during flight. > Message: 8 > Date: Sun, 16 Oct 2005 12:39:40 +0100 (BST) > From: "Buchanan, Stuart" <[EMAIL PROTECTED]> > Subject: Re: [Flightgear-users] Re: Tutorial - Flight between 2 > airports > To: FlightGear user discussions <[email protected]> > Message-ID: <[EMAIL PROTECTED]> > Content-Type: text/plain; charset=iso-8859-1 > > Hi James, > > Thanks very much for the suggestions. I'm learning a > lot - trying to explain something is a great way to > increase your own knowledge. > > One things I am concerned about is covering too much > ground. I think it would be a bit too much to cover > absolutely everything required for a VFR cross-country > flight in a single tutorial. So I decided not to > include magneto checks, carb-heat, VOR. Do you think > these are more important than things like the > autopilot? If so, I could replace some of the topics. It's already a pretty good tutorial. I'd rank setting a VOR as highest priority and using carb heat, magneto checks, etc. lower down on the priority list. > Further comments below. > > > Some suggestions: > > > > 1) it's "retract flaps to 10 degrees" in a C172 > > because 10 degrees does > > provide lift and going to 0 degrees could still > > cause sink. > I'll update it. I think I usually retract the flaps to 0 degrees at like 500' AGL. > > 2) since you're doing a x-country, you could add > > tuning in a VOR (or 2). > > I'm concerned that at present it is a bit "heavy" on > avionics - in fact when flying it you only have about > 5 minutes with the autopilot on before you have to > start descending. Also, there isn't a useful VOR in > the area. > > I think there is room for another tutorial covering > navigational aids, classes of airspace, cruising > altitudes, ILS approaches etc. However that is really > well outside my knowledge. > > OK, it's a bit flippant. I'll remove it. No need to > popagate my own bad habits ;) It would actually cause an accident the way you have it, so removing it is an improvement. pavement is fast and grass is slow and rough. > > 5) You might want to talk about carb heat, since it > > could be an issue on > > non-fuel injected engines in older 172s. even in > > Northern California if > > the humidity is high enough. > > Good point. Should one always use carb-heat on > descent, or do you have to make a judgement call on > whether it is required? I usually only use carb heat in high-humidity or below 75 Fahrenheit, or if the RPM is declining slowly for no reason, or engine roughness for no reason. Many people don't detect card icing until they've lost half their RPM. I once had carb icing in Hawaii at about 3000' MSL. > > 6) might want to lean on the ground while taxiing > > too to prevent spark plug > > fouling and rough operation > I take it you lean for the altitude of the runway > then? Cessna singles run rich at idle, so it's more like "always lean for long taxis and long holds or if rough." If you're taxiing around a Class C or B airport, you usually have to lean because of the length of taxiways, holds and radio conversations. One would especially lean at high DA. > > 7) rich in the pattern for safety and decreasing DA > > reasons only at low DA > > airports > I'm not sure I understand. KLVK is at 400ft, so > presumably a low DA airport? That's a low elevation but ... It's a low DA airport if the air is cool. It would be high DA on a hot NorCal summer day. :) > Should I mention that at high DA airports we'd not go > rich in the pattern? Most student pilots are taught not to lean mixture below 3000' as a safety precaution (pilots forget to go rich at some point) and a lot of POH's say the same thing, but in real operations it's common or even required to lean on the ground for many small airplanes and to think about DA when airborne, even under 3000' AGL. You could say, "elevation is 400'. according to the POH power charts, we could optionally lean until abeam the numbers for a temp of 110 degrees" or something like that. You want to apply full mixture before making throttle changes to avoid having the engine cut out. You'd probably lean, if at all, until abeam the numbers. There's not a lot of airports in the USA that have a really high elevation. Tahoe (6264'), Leadville (9927') and Denver (5333') are examples where leaning as long as possible would be a good idea. So most of the high DA situation are based on temp., not elevation. > Thanks again for the comments. > > -Stuart _______________________________________________ Flightgear-users mailing list [email protected] http://mail.flightgear.org/mailman/listinfo/flightgear-users 2f585eeea02e2c79d7b1d8c4963bae2d
