Instructing pet peeves.....
- Thread starter Goonie
- Start date
wrxpilot
New Member
Another pet peeve that's been driving me crazy lately:
Not lining up with the runway on final. I can't for the life of my figure out why ALMOST every private pilot waits until the last second to fix the freaking alignment. It looks like we're going to land on the grass until short final (if we're lucky).
Not lining up with the runway on final. I can't for the life of my figure out why ALMOST every private pilot waits until the last second to fix the freaking alignment. It looks like we're going to land on the grass until short final (if we're lucky).
ClearedToThe
Well-Known Member
:yeahthat:
Not aligning is definately a big pet peeve of mine too. I always emphazise the importance of making small corrections for small deviations early rather than large corrections for large deviations later. I just don't understand it...if the airplane isn't doing what you want it to do or where you want it to be - do something about it! Fly the airplane! :banghead:
Another pet peeve is when a student takes their right hand off the throttle and uses it on the yoke in the flare. Usually is a sign of poor trimming on final and thus requiring excessive back pressure during the flare. But not always - sometimes they just feel the need for 2 hands...its a 172 not a 747!
Not aligning is definately a big pet peeve of mine too. I always emphazise the importance of making small corrections for small deviations early rather than large corrections for large deviations later. I just don't understand it...if the airplane isn't doing what you want it to do or where you want it to be - do something about it! Fly the airplane! :banghead:
Another pet peeve is when a student takes their right hand off the throttle and uses it on the yoke in the flare. Usually is a sign of poor trimming on final and thus requiring excessive back pressure during the flare. But not always - sometimes they just feel the need for 2 hands...its a 172 not a 747!
Yeah, that was pretty tough to get used to.
Crockrocket94
Well-Known Member
I bet a 747 is easier to pull back on then a poorly trimmed 172
actually I have no idea.
actually I have no idea.
One of the things I learned about the Chieftain is to run the electric trim during the flare. That thing can be a pig!I bet a 747 is easier to pull back on then a poorly trimmed 172
actually I have no idea.
CoffeeIcePapers
Well-Hung Member
:yeahthat:
Another pet peeve is when a student takes their right hand off the throttle and uses it on the yoke in the flare. Usually is a sign of poor trimming on final and thus requiring excessive back pressure during the flare. But not always - sometimes they just feel the need for 2 hands...its a 172 not a 747!
I prefer to land with two hands on the yoke. I can hardly think of a scenario where the split second it takes to go back to jam the throttle back in for a go around will make a difference. The reason I like using two hands is not to get more power for back pressure, but I feel a little more control using two hands, rather than one. I can make small corrections and get a better feel for what the aircraft is doing with landing.
nosehair
Well-Known Member
I like the way you say that -" jam the throttle"; that helps make the point of keeping your hand on the throttle during the flare; you should never 'jam' a throttle. and even though you may have been being colorful in your description, that is one of the reasons for having your hand on the throttle; to make those tiny, squeezy movements, if necessary, for a smooth flare in case a gust baloons you, or whatever.
I also like to use two hands on the yoke. I teach both methods. Especially with some students who don't have much wrist or forearm power, in the beginning of learning to flare; I allow 2 hands on the yoke after the flare is started, and power has been reduced to idle, and you are sure you will no longer need any power.
That's in the beginning. Once the new student has learned to "feel' the flare, and gotten his/her depth perception to flare properly with 2 hands, then I enforce a one-handed flare with hand on throttle to insure his/her ability to do this as needed.
taildragger173
Well-Known Member
My biggest pet peeve is when people say "Any traffic in the area please advise" in their radio calls! The AIM says that this call should not be used under any circumstances and if people would just start listening to the CTAF and look out their window, everything would be just fine. Saying that call does nothing but annoy the pilots that are already advising, and creates un-necessary chatter on the radio.
CoffeeIcePapers
Well-Hung Member
I love that one. I am thinking to myself, ummm....isn't that the point of a CTAF?!?!?!?!?
Clocks
Well-Known Member
The airport I usually take students to shares a CTAF with a pretty busy field.
I love hearing 10 airplanes non-stop "...left downwind 15" "...number 2 left downwind 15" "...turning crosswind 15" "...turning base 15" "...on the 45 for 15" "...number 3 left downwind 15"
And then suddenly slipped into the middle of the chaos... "...5 miles to the north any traffic in the area please advise"
The result from my experience is almost always total silence.
AngelFuree
Well-Known Member
Yeah, I think some people know how to filter radio garbage.
taildragger173
Well-Known Member
There was one guy on an approach to my airport at night (GPS approach) and he kept calling up which I dont mind, but every call ended with "any traffic in the area please advise." Thinking to myself, I'm wondering if their safety pilot can see traffic with lights that blink at night when they're on a 5 mile final. After 5 of these calls with "traffic please advise" I got on the radio and told him that we were in the run up area, checking our mags, they checked out good. Now we're checking the carb heat...oh thats good too, and so on. Funny how those calls on his end stopped.
BTW: He was the only airplane flying at that time.
wrxpilot
New Member
Agreed, that radio call makes my blood boil every time... I operate out of a non-towered field every day. I have yet to once experience the need for that call, simply because I can freaking listen on the radio for a few secs. Don't ask for base and final to advise you either - listen and/or look out your window before departing instead (what a concept!).
Also, when people are practicing approaches into a non-towered field, lay off the instrument talk on the CTAF. The vast majority of pilots at the airport have no clue that you're saying. It's ok to make a statement about what appch you're doing, but follow up with something like "N123AB is 5 mi north, inbound at 1,000 for rwy 15". If you're going missed, simply say you are departing the area to the northeast, climbing to 1,500 ft (or whatever it is). Most pilots do not know what the "published missed" is or what intersection you are at. Even instrument pilots don't have the freakin' appch plates for every airport memorized!
Clocks
Well-Known Member
NJA_Capt
Well-Known Member
My peeve is people who have a peeve about "Any traffic in the area please advise" in their radio calls." When you start flying jets into uncontrolled fields you'll change your mind. The arguments against the call only work if all participants are on the same freq at the same time.
Ex: A C172 at 100kts approaching an uncontrolled field at night. He is the only aircraft around and makes his required call at 5nm. At 100kts he is approx 3 minutes from the pattern.
A few minutes later, a jet approaching the same field makes a call 5nm out. From 5nm, a jet will be in the traffic pattern in approx 90 sec.
It is highly probable that these two aircraft will enter the pattern at the same time. If the jet knew the C172 was there, he would have a very good idea of its approach speed/pattern size (IF he knew it was there) and could accommodate for traffic. The C172 pilot more than likely has no clue how fast the jet is going to close in on his position and no clue about its speed or pattern size/altitude.
A C172 at 100kts looks stationary against ground objects/lights and can be VERY difficult to spot at jet approach speeds.
Hmmmm. That call isn't required either, but you made it anyway didn't you?taildragger173 said:
wrxpilot
New Member
I think most of us understand the difference between you guys (out of neccesity) and joe blow in his cherokee 140 making the call 10 miles out. 99% of the time I hear the call, it isn't from a high performance airplane...
moxiepilot
Well-Known Member
I sooooo don't agree with you. And before you ask, yes I have flown aircraft approaching at 3 mi a minute.
Generally speaking, the approaching jet is being switched from approach to CTAF only a few miles out, allowing very little time to assess the traffic at the uncontrolled field.
However, in a jet have you ever listened to weather at an airport while monitoring approach, listening for your callsign? You're listening to 2 radios obviously and if you can do that and write down the weather, you can do that with CTAF to get a general picture of whats going on.
Furthermore, if you make your call on CTAF after being released from approach, may of the locals are going to recognize exactly what is going on.
"XYZ Unicom, Jet ABC 5 mile final runway XX, XYZ Unicom." Generally the scenerio where you're going to have conflict in this case is the prop that is turning base. Every other scenerio is going to either having you touchdown before traffic or after traffic that was in front of you.
And you know what? If you make that 5 mile final call, chances are pretty good, the base traffic is going to pipe up, because they are on base.
Sorry, but I think that the call is a crock of crap tying up busy CTAF frequencies.
NJA_Capt
Well-Known Member
And I'm also aware of how many airports share a CTAF and how garbled they are from higher and farther out. I have also heard many CFIs chit chatting about what time they'll be back with a student, who they are flying with next and to where. Unicom is a common frequency used to communicate traffic as well as air to ground communication used by CFIs talking to their FBO and business aircraft communicating ground needs on arrival. (Generally, we use the flight phone or AFIS :30-:45 min out for lengthy discussions). I am just saying that there is a time and place for everything and you can't cover it with a blanket statement against it.
Lets cut to the chase. A person in a "high performance" aircraft using this call to enhance safety or his own situational awareness is not "tying up a frequency with useless dribble." Several people have posted on this thread and others, about transmitting FAR more trivial matter which has no bearing on safety or situational awareness.
I agree with you 100% in this situation.wrxpilot said: