Articles by Doug Daniel on ArticleSnatch.com

What to Do When Your Airplane Becomes a Balloon

Sun, 12 Apr 2009 00:00:00 -0400

No landing is perfect. To be realistic, every landing, good, bad, and indifferent, is a series of recoveries from things gone wrong. The secret is identifying the 'problem' early and taking the corrective action quickly enough that only you know that something was less than perfect. So when you bounce, balloon or mush, don't feel bad-it happens to all of us. The last stage of an ideal landing is slow flight just above the runway. But not just any slow flight, it must be a carefully cross-controlled slow flight. That is unless you want to start heading for the exit as soon as your wheels touch. Since an airplane lands on its mains first - or at least should be landed on its main wheels first - as you prepare to land, you had better point the wheels in the direction you want to go after you land. But none of this ever happens perfectly. If the pilot lifts the airplane's nose too rapidly or too far, the wings lift too hard. What seems like a nice transition from approach glide to slow flight becomes an unexpected climb well out of ground effect. **End Summary** Topics: Airplane]]> flight instruction]]> flight training]]> student pilot]]> pilot]]> landing]]> bounced landing]]> ballooning]]> bounce]]> ]]> About the Author: ]]> Doug Daniel is a long time pilot, flight instructor, sailor and author. His passion is sharing his insights with all who love to fly. His writing focuses on flying techniques designed to make flying easier and safer. If this was interesting, visit his website at http://www.FlyingSecretsRevealed.com/flying_questions/

Revealed: Why Airplanes Have Rudders

Sat, 14 Mar 2009 00:00:00 -0400

My face still turns red when I think of the time I was being checked out in a Cessna 182. We took off and reduced the power to cruise-climb. I was pretty excited about the constant speed prop and manifold pressure gauge - both firsts for me. My instructor was a kindly old gentleman with a deep resonant voice. He had high standards and never scolded. I was determined to meet those standards and earn his approval. "Has a lot of power, doesn't it?" he rumbled. "Sure does!" "That power produces a lot of P-factor, doesn't it?" "It must." I said, looking at the turn and ball. The ball was half its width out of the cage. What a fundamental blunder, I thought. Remembering what he had told me, I looked at both wings. Sure enough the right was lower than the left. We were climbing in a slip. I leveled the wings and held the nose steady with the rudder pedals. I checked the ball. Sure enough, it was back in its cage where it belonged. He smiled and said, "Good job! That gave us another 100 feet per minute climb. **End Summary** Topics: Airplane]]> flight instruction]]> flight training]]> student pilot]]> pilot]]> landing]]> crosswind]]> rudder]]> aileron]]> ]]> About the Author: ]]> Doug Daniel is a long time pilot, flight instructor, software engineering manager and author. His department developed the software for the out-the-window-displays for the space shuttle, F-117, RS-71 and numerous other exotic aircraft simulators. His writing focuses on flying techniques designed to make flying easier and safer. If this was interesting, visit his website at http://www.FlyingSecretsRevealed.com/flying_questions/

How To Practice Ten Times As Much Each Pass Down The Runway

Fri, 13 Mar 2009 00:00:00 -0400

How many touch-and-goes can you do in an hour? (Why would you want to do touch-and-goes for an hour?) I can only do at most one every 6 or 7 minutes. That means that, if everything works out just right, I might get 10 touch-and-goes in an hour. Now suppose I told you that you could get ten times as much practice with each pass down the runway? You probably wouldn't believe me. I know how you feel. So my challenge is to convince you in the next 600 or so words. You need to do two things before you try this. First go to your favorite practice area and practice the Slow Dutch Roll (SDR). Find a spot on the horizon - a landmark. Point your airplane exactly at that spot. Slowly bank first one way then the other. But keep the nose pointed exactly at that spot. When I say 'slowly' I really mean slowly. Push this maneuver to its extremes. Increase bank until you either cannot move your aileron control further or you cannot move your rudder control further. Practice this at constant altitude, in glides, and at various airspeeds. **End Summary** Topics: Airplane]]> flight instruction]]> flight training]]> student pilot]]> pilot]]> landing]]> crosswind]]> rudder]]> aileron]]> ]]> About the Author: ]]> Doug Daniel, long time flight instructor, invites you to visit http://www.FlyingSecretsRevealed.com/flying_questions/for more flying articles like this one. You may also feel free to contact Doug by visiting his website.

NDB Approaches Made Easy

Wed, 04 Mar 2009 00:00:00 -0500

The NDB approach is the hardest instrument approach and the oldest. For me, it is the approach of last resort. A non-directional beacon is a very simple AM, low power radio transmitter located near an airport. It sends out an audible Morse code signal for identification. That's all; no azimuth or range information. The instrument that tells you what direction you are headed is the gyrocompass after it has be aligned with the magnetic compass. The instrument that tells you where the NDB is relative to your airplane is the automatic direction finder (ADF). The ADF looks like the gyrocompass but the compass rose has a different meaning. 360° signifies straight ahead of the airplane, 90° means to the right, and so on around. You have to use both of the compasses to fly a successful NDB approach. Let me set up a hypothetical and straightforward NDB approach. Assume that the NDB is three nautical miles from the missed approach point (MAP); the wind is from the northwest at 14 knots; the approach speed is 100 knots; the minimum descent altitude (MDA) is 350' MSL; and the final approach course is 360° magnetic. **End Summary** Topics: NDB approach]]> NDB]]> Instrument pilot]]> instrument flying]]> how to fly]]> flying lessons]]> learn to fly]]> learn to fly instruments]]> aviation]]> ]]> About the Author: ]]> Doug Daniel is a long time pilot, flight instructor, sailor and author. His passion is sharing his insights with all who love to fly. His writing focuses on flying techniques designed to make flying easier and safer. If this was interesting, visit his website at http://www.FlyingSecretsRevealed.com/flying_questions/

Airplanes Don't Stall, Pilots Stall Them

Sat, 21 Feb 2009 00:00:00 -0500

When smooth airflow separates from the wings they stall, losing most of their lift. If you are lucky the airplane drops like a rock, pitches down, accelerates and starts to fly normally. If you are not so lucky, one wing stalls, rolling your airplane as it starts to a spin before you can recover. It is probably a good idea to keep the airflow attached to the wing and the tail and every other aerodynamic surface needed for controlled flight. An aerodynamicist would tell you that stalls can only occur when an airfoil reaches or exceeds its critical angle of attack. I would say that a stall occurs only when you try to make the wind turn too sharp a corner. You see, air is sticky. Not very sticky but it is a little sticky. An aerodynamicist would clear his throat; raise his eyebrows and say, "Viscous." So let's ignore the aerodynamicist. It's sticky. When air blows past a gently curved surface, like a wing, it tends to stick to the surface even though the surface curves away from the wind. **End Summary** Topics: airplane flying lessons]]> aviation]]> flight school]]> flight schools]]> flight training]]> flying lessons]]> landings]]> learn to fly]]>]]> About the Author: ]]> Doug Daniel is a long time pilot and flight instructor. To discover hundreds more useful tips and hundreds of pages of free, authoritative downloads, visit http://www.FlyingSecretsRevealed.com/flying_questions/

Flight Training Essentials: Three Lessons from Steep Turns

Mon, 12 Jan 2009 00:00:00 -0500

He asked quite earnestly, "How do I keep my bank angle and speed steady in 45 degree turns?" While this question looks quite simple, it is a very good one. There are several very useful concepts you can learn by understanding what happens in a constant altitude, constant airspeed 45° bank. Let's assume that you enter a left turn by coordinating your aileron and rudder. As your angle of bank increases you have to pull back further on the elevator control. Once the bank approaches 45°, you once again coordinate your aileron and rudder movement to stop the roll and maintain a constant bank but you must continue pulling back on your elevator control. Where you look now is very important. Most important is that you notice where the horizon cuts the top of the instrument panel. A quick glance at the artificial horizon will verify that you are indeed at 45°. In most airplanes, that tiny white ball in the center of the artificial horizon instrument will be just slightly above the instrument's horizon. But be careful: don't fixate on that instrument. Now take a quick glance at the altimeter. Is it moving? **End Summary** Topics: Airplane]]> flight instruction]]> flight training]]> student pilot]]> pilot]]> instrument scan]]> steep turn]]> attitude flying]]> artificial horizon]]>]]> About the Author: ]]> Doug Daniel is a long time pilot, flight instructor, software engineering manager and author. His department developed the software for the out-the-window-displays for the space shuttle, F-117, RS-71 and numerous other exotic airplanes. His writing focuses on flying techniques designed to make flying easier and safer. If this was interesting, visit his website at http://www.FlyingSecretsRevealed.com/flying_questions/

How to Avoid Wingtip Strikes

Sat, 20 Dec 2008 00:00:00 -0500

I was recently asked about the possibility of a wingtip strike when landing in a typical light plane like a Cherokee or a Cessna 172. Specifically, I was asked about how far tha aileron control could be deflected without hitting the tarmac when one or both of the main landing gear is on the runway after landing at near stall speeds. I will admit that I have never tried to hit the runway with my wing tip and I don't know anyone who has. However, it certainly can be done. Perhaps a better question is: what landing technique will guarantee that the wingtip does not strike the tarmac in a crosswind? I want to talk about landing techniques in a really strong crosswind before I tackle the issue of wingtip strikes. After all, wingtip strikes are not a credible issue except in crosswinds that approach the airplane's crosswind limitations. To make controlled crosswind landings, you should master the skill of pointing your airplane in the same direction that it moves over the ground. **End Summary** Topics: airplane flying lessons]]> aviation]]> flight school]]> flight schools]]> flight simulator]]> flight training]]> flying lessons]]> landings]]> learn to fly]]>]]> About the Author: ]]> Doug Daniel, long time flight instructor, invites you to visit http://www.FlyingSecretsRevealed.com/flying_questions/ for more flying articles like this one. You may also feel free to contact Doug by visiting his website.

Two Ways to Land an Airplane

Mon, 15 Dec 2008 00:00:00 -0500

There are two ways to know if you can land in a crosswind. One is to land and see if you skid off the runway or ground loop. The other is to cross control the airplane before landing to see if you can get your wheels pointed in the same direction the airplane is moving. I prefer the second way. When you use your rudder to point the airplane in the same direction that the runway lays and the ailerons to move the airplane from side to side over the runway, you are cross controlling the airplane. This is a technique used only in a few regions of flight, but a very useful one to master. Also known as a controlled slip, other articles describe how to practice it safely using the slow Dutch rolls (SDR). Some pilots say they fly wings level in a crosswind and kick the rudder pedal vigorously the instant before touchdown to get the airplane pointed in the right direction. I have even seen this technique described in flying books. This seems to be one of those ideas that sound good but does not hold up. **End Summary** Topics: airplane flying lessons]]> aviation]]> brain exercises]]> flight school]]> flight schools]]> flight simulator]]> flight training]]> flying lessons]]> landings]]> ]]> About the Author: ]]> Doug Daniel, long time flight instructor, invites you to visit http://www.FlyingSecretsRevealed.com/flying_questions/ for more flying articles like this one. You may also feel free to contact Doug by visiting his website.

How I Learned to Land without Flying

Tue, 25 Nov 2008 00:00:00 -0500

He asked, "I'm having trouble with landings. Is there any practice away from the plane I can do?" Well, yes there is. It is remarkably cost effective. I recommend it to all my students. Here it is: Think about landings. This technique may sound pretty crazy, but twice in my life it worked miracles for me. One was learning to ski and the other was learning to land an airplane. In both cases, my instructor said something to the effect that he could not believe that I was the same student who he saw floundering during the previous lesson. Sports such as gymnastics and baseball that require advanced motor skills use the same technique. Here is how it helped me with landings and taxiing: I was learning to fly in a 65-HP J-3 Cub and could not even taxi without driving off onto the grass. My flying was OK, but once on the ground, my directional control was awful. That night I couldn't sleep. I kept thinking about flying. I imagined that I was in the cockpit, moving my feet on the rudder pedals. I kept stomping on a rudder pedal too late and too hard. **End Summary** Topics: airplane flying lessons]]> aviation]]> brain exercises]]> flight school]]> flight schools]]> flight simulator]]> flight training]]> flying lessons]]> landings]]> ]]> About the Author: ]]> Doug Daniel is a long time pilot and flight instructor. To discover hundreds more useful tips and hundreds of pages of free, authoritative downloads, visit http://www.FlyingSecretsRevealed.com/flying_questions/

Why Should Landings be Hard to Learn?

Thu, 30 Oct 2008 00:00:00 -0400

There are just three fundamental skills you need to know to land an airplane safely and consistently. They are airspeed control, projected glide control, and controlled slow flight. You can learn each separately. But you use them all to land safely and consistently. The most fundamental and easiest to learn is airspeed control. You should start with it. Then you should master slow Dutch roll thoroughly at various airspeeds, aircraft configurations and angles of bank. Concurrently you can learn to control the projected glide point while maintaining a constant airspeed. Airspeed control and projected glide control bring the pilot to the right place at the right airspeed to start the transition from the approach glide to the landing phase. Control airspeed with the elevator; fine-tune airspeed with power, flaps and landing gear. Monitor airspeed with the airspeed indicator, and then adjust your pitch attitude with the elevator to change your airspeed. If you add to the airplane's drag, you will be forced to pitch down to maintain constant airspeed. The opposite is true, as well. If you add power, you must lift your nose some, and so forth. **End Summary** Topics: landing]]> airplane landing]]> learning to land]]> teaching landing]]> cross control]]> approach]]> glide]]> skip]]> crosswind]]> ]]> About the Author: ]]> Doug Daniel, long time flight instructor, invites you to visit http://www.FlyingSecretsRevealed.com/flying_questions/ for more flying articles like this one. You may also feel free to contact Doug by visiting his website.

How to Fly through a Thunderstorm and just Possibly Survive

Wed, 15 Oct 2008 00:00:00 -0400

A very senior pilot was asked, "How might I fly through a thunderstorm that I could not avoid?" The answer he wanted to give was either, "You can't." or "Don't try." But the question needed to be answered. Here is his advice: Just about the only way to inadvertently get into a thunderstorm is by flying instruments in clouds with embedded thunderstorms and without either weather radar equipment onboard or ground-based weather radar available to your air traffic controller. Let's assume this is how Fate dealt you such a poor hand. The greatest risk in thunderstorms is structural failure. My advice is: don't do anything that helps the thunderstorm break your airplane. When you realize that you are in trouble, slow down. I mean not just to maneuvering speed but much slower than that. Slow to what is known as 'slow cruise' - the speed that you use in holding patterns. This will be fairly close to the best rate of climb airspeed for your airplane. Slow cruise is slow enough to minimize the adverse effects of turbulence and fast enough to keep your controls responsive. Consider putting your wheels down. This will help you stay slow. **End Summary** Topics: air traffic controller]]> air traffic control]]> ATC]]> air traffic control simulator]]> air traffic control radar]]> flight schools]]> flying club]]> instrument flight]]> i]]>]]> About the Author: ]]> Doug Daniel a is long time pilot, flight instructor, software engineering manager and author. His department developed the software for the out-the-window-displays for the space shuttle, F-117, RS-71 and numerous other exotic airplanes. His writing focuses on flying techniques designed to make flying easier and safer. If this was interesting, visit his website at http://www.FlyingSecretsRevealed.com/flying_questions/

What Does A Dutch Roll Have To Do With A Good Airplane Landing?

Sat, 11 Oct 2008 00:00:00 -0400

Landings require more skill than any other single maneuver most pilots will ever execute. It is no surprise that landing is the most dangerous few moments of any trip. I stumbled on an exercise that shortened the time that pilots needed to learn landings and dramatically improved their landing skills far more than I ever thought possible. It has become known as the 'Slow Dutch Roll.' A Dutch roll is a rhythmic maneuver that most instructors agree is about as useful as patting your head while rubbing your tummy. In contrast, the Slow Dutch Roll proved to be a very powerful tool. When executing an ordinary Dutch roll, you keep the nose of the airplane pointed at a speck on the horizon while rapidly wagging your wings with your ailerons and holding the nose steady with your rudder pedals. When you move the stick to the left, the nose wants to swing to the right forcing you to step on the left rudder pedal, but not quite as much as you would in a turn. Then, as the bank increases, you have to step on the other pedal to keep the nose steady. And so the exercise continues. **End Summary** Topics: flight control system]]> flight controls]]> flight control]]> airplane]]> airplane design]]> aircraft simulators]]> flight simulators]]> radio controlled airplane]]> mod]]>]]> About the Author: ]]> Douglas Daniel, long time flight instructor, invites you to visit http://www.FlyingSecretsRevealed.com/flying_questions/ for more flying articles like this one. You may also fee free to contact Doug by visiting his website