In “Landing a Taildragger” (Flying, June 2007) Russell Munson wrote:

“Tricycle gears are more forgiving because the airplane’s center of gravity is in front of the main gear.  On a “conventional gear” it is behind the main wheels.”

This statement is perfectly correct, but it may lead to a subtle misconception.  One could get the wrong idea that the position of the center of gravity depends on where the wheels are.

The FAA fell into this trap when it published this diagram in the Airplane Flying Handbook (click on the picture to enlarge):

The FAA diagram shows the center of gravity located near the leading edge of the wing of the nosewheel airplane and near the trailing edge of the wing of the tailwheel airplane.  Both are wrong.

Where the center of gravity is

The center of gravity (”CG”) in almost any airplane is located aft of the leading edge of the wing by about 10% to 30% of the distance from the leading edge to the trailing edge.

(In engineer talk the center of gravity lies between about 10% to 30% of the mean aerodynamic chord (”MAC”).  The chord of the wing of a Cessna 172 is 5 feet 4 inches at the wing root and 3 feet 9 inches at the wing tip.  The MAC is somewhere between these two distances.)

Airplanes are made stable in pitch by loading them such that the CG is forward of the center of lift of the wing.  This leads to a nose down force that is balanced by a nose up (i.e. tail down) force generated by the horizontal stabilizer and elevator.

Notice that this has nothing to do with where the wheels are!  For an airplane to fly properly, the CG must lie in a relatively narrow range of distances aft of the leading edge of the wing.  It doesn’t make any difference if the landing gear is tricycle, tailwheel, skis or floats!

A better way to say the same thing

What if Flying had instead said:

“Tricycle gears are more forgiving because the main wheels are located behind the airplane’s center of gravity.  On a “conventional gear” the wheels are located in front of it.”

This way one gets the correct impression: The CG is in the same place in both cases.  The difference is that the wheels are attached in different places.

The location of the wheels with respect to the CG has a profound effect on ground handling of nosewheel versus tailwheel airplanes, but it’s the wheels that move around, not the CG!

Meaningless rant from the Department of Nitpicking or useful rewording to prevent a common misconception?  You decide!

Until next time,

FLY MORE

Spins tend to provoke fear in pilots and flight instructors mainly because spins are exciting and unfamiliar.  My friend, CFI Jim Schmidt, told me that when he demonstrates a spin to a pilot that has never experienced one there is a 50% chance that the pilot will exclaim “^@#&*” and 50% that he or she will gasp “$&@!#”.  (I won’t print on this family oriented web site what the pilots actually say.)

Your impression of your first spin is likely to be that the airplane seems to be pointed straight down at the ground and rotating so rapidly that it is impossible to tell what is going on.  Also, the transition to this mode of flight seems abrupt and unpredictable.  Of course, these impressions are false.  Once you become familiar with spins they feel quite normal.

All airplanes can spin and many airplanes are approved by the FAA for intentional spins.  Airplanes not approved for spins may not recover easily or at all, so don’t spin them.  Practice your spins in an approved airplane and use what you learn to prevent spins in non-approved airplanes.

Why spin?

The main reason you should experience spins is that without that experience your pilot training is incomplete.  You should be concerned if you know your airplane can do something that you have never seen it do.

As a pilot you are familiar with normal and stalled flight.  Spins are a third flight regime.  Why not become familar with spins?

Some people argue that spin training will make you a safer pilot.  I believe that is true, but I also concede that you can be a safe pilot without spinning.  Inadvertent spins are rare and you are not likely to encounter one if you are properly trained and stay current in private pilot maneuvers.

On the other hand, inadvertent stalls and power failures are also rare, but every pilot practices them during flight training.  Why not practice spins?

Perhaps there is a perception that spin practice itself is dangerous.  Spin with plenty of altitude and a flight instructor experienced with spins in your type of airplane and you will have no trouble.

A final reason to spin is that spins are fun!  After you get over the initial shock you will start to enjoy spinning just as much as other kinds of flight.  You can even make a game out of spinning for an exact number of turns.  In aerobatic competition a spin is considered just as precise a maneuver as a loop or a roll.

Conclusion

If you are looking for a new challenge or would like to expand your personal flight envelope, contact your favorite flight instructor for some spin training.  You will probably enjoy it much more than you think.

Until next time, FLY MORE.

Please also read the article on general phase check information as this article only includes information specific to the solo phase check.

Solo information

The solo phase check is likely to be the first time you fly with anyone besides your primary flight instructor.  The phase check may take place when you are nearly ready to solo or even after your first solo flight at the discretion of your instructor.

As your check pilot, my job is to see how you are doing on the topics and maneuvers listed in the phase check packet.  The phase check is not passed or failed.  Rather, the various tasks are marked “satisfactory” or “review” with supporting coments. 

It is impossible for me to determine in one flight whether or not you are ready to solo.  That is up to your flight instructor, not me. 

It is best to not worry about what your check pilot is thinking during the phase check flight.  Focus your attention on flying the airplane instead.  However, I can’t resist mentioning a thought that is lurking in the mind of your check pilot and later your FAA examiner:

Do you fix your own mistakes?

Several landings in a row that are all OK, but none great, is a performance vastly superior to many perfect landings followed by one that requires your instructor, check pilot or examiner to save you.

Suggestions

Relax if possible and pretend that the check pilot is not in the airplane with you.

If you have any questions about an upcoming flight with me, don’t hesitate to ask.

Until next time, FLY MORE.

Please also read the article on general phase check information as this article only includes information specific to the tailwheel phase check.

Tailwheel information

Takeoff and landing are the main topics of the tailwheel transition and they are the most important part of the tailwheel phase check.  This phase check usually does not take too long.  It can be done in two hours handshake to handshake if you are ready to go.

The tailwheel phase check packet currently lists “accelerated stall / spin entry” as one of the tasks.  To me, these are separate topics so I will give you a choice of which one you want to do or if you want to do both.

Suggestions

Relax if possible; keep your feet moving if necessary.

If you have any questions about an upcoming flight with me, don’t hesitate to ask.

Until next time, FLY MORE.

Please also read the article on general phase check information as this article only includes information specific to the private pilot phase check.

Private pilot information

Please plan a flight to Red Bluff (KRBL) via Franklin (F72); i.e. use Franklin as a checkpoint, but don’t bother with takeoff and landing calculations there.  (Extra credit: Why do I want to go “via Franklin”?)

Please let me know if you have your own hood or if you want me to bring one.

Suggestions

For maximum benefit, pretend that the phase check is your actual FAA checkride.  I can do a reasonably good simulation of an FAA checkride according to pilots that have gone before you.

Be the pilot in command.  For example, don’t ask me if you should go around from an approach to landing - that is your decision.

If you have any questions about an upcoming flight with me, don’t hesitate to ask.

Until next time, FLY MORE.

Please also read the article on general phase check information as this article only includes information specific to the instrument phase check.

Instrument information

The main topics are steep turns, unusual attitude recovery, holding, and approaches. Expect one approach to be done under partial panel conditions.

The approaches will most likely be to HWD and OAK to save time. A typical flight starts with a fake clearance to SUNOL intersection with holding instructions at SUNOL. After that, expect steep turns and unusual attitude recoveries. A possible sequence of approaches might be OAK ILS 27R, HWD LOC DME 28L (partial panel), and HWD GPS 28L. Most likely I’ll ask that approaches to OAK be conducted to published minimums, but I might give you special minimums for HWD. For example, I might say that the MDA to HWD will be 1000 MSL or the published minimum, whichever is higher. The point is to avoid flying around over suburban Hayward at 500 AGL.

When we are on an approach, if I tell you to look up it means that we have broken out of the clouds and you can continue the approach visually. IF I DON’T SAY ANYTHING, IT MEANS WE’RE STILL IN THE CLOUDS AND YOU MUST INITIATE A MISSED APPROACH AT THE MDA/DH. Always know what the missed approach procedure is!

If ATC clears you for an approach before you are ready for it, it’s up to you to refuse the clearance and get yourself vectored around for another try.  All I do is sit there and watch.  I don’t make suggestions of what to do!

Unfortunately, we need the flexibility of VFR weather to conduct the phase check.  If low ceilings are predicted, call me a few hours before departure to discuss our options.

Please bring your hood.  If you don’t have one, let me know so I can plan to bring one for you.

Suggestions

Stick to your routine and maintain command not just of the airplane, but of the entire situation.  ATC exists to facilitate your flight.  They will approve almost anything if it reasonable.

If you have any questions about an upcoming flight with me, don’t hesitate to ask.

Until next time, FLY MORE.

Please also read the article on general phase check information as this article only includes information specific to the solo cross-country phase check.

Solo cross-country information

Please plan a flight to Visalia (KVIS) which is about 35 miles southeast of Fresno.  During the flight we will start out according to your flight planned route and visit the first one or two checkpoints.  We will then do simulated instrument flight; i.e. flying under the hood.  Please let me know if you have your own hood or if you want me to bring one.

One of the tasks during simulated instrument flight is recovery from unusual attitudes.  I will fly the airplane briefly while you close your eyes or look down.  I will put the airplane into an unusual attitude and then say “recover”.  That is your cue to take the controls and return to level flight while looking at the instruments, not outside.

The phase check packet lists one nose-up unusual attitude recovery and one nose-down.  One time I gave someone two of the same unusual attitudes in a row and they screwed the second one up because they assumed that it was the opposite of the first one.  Therefore, with your permission, I would like to give you three unusual attitudes so you will not be able to predict which kind is coming.  This is optional, but for your own benefit.

I am usually successful at getting people at least slightly lost during simulated instrument flight even though we are not far from home base.  When you take off the hood your task will be to find out where you are and then divert from there to an alternate airport.  I’ll tell you which aiport to divert to at that time.

Suggestions

Try to think practically.  It is not necessary to compute the distance to the alternate airport to within a tenth of a mile, but you do need to know about how long it will take and if you have enough fuel to get there.  You are welcome to use electronic navigation systems, but do look outside as well.  If you can correlate mountains, lakes, and roads to those same features as shown on your chart you may save yourself a lot of time.

If you have any questions about an upcoming flight with me, don’t hesitate to ask.

Until next time, FLY MORE.

As a pilot at West Valley Flying Club you are required to fly phase check flights when reaching important milestones in your flying education. During a phase check you fly with a flight instructor randomly assigned by the Chief Pilot. Ideally a phase check provides you with an objective evaluation of your flying skills. The check pilot’s job is to observe your flying and provide feedback. He or she is not supposed to demonstrate any maneuvers or coach you.

In this and other posts in the WVFC Phase Checks category you will find information on what to expect if I am assigned to be your phase check pilot. Most pilots find phase check flights quite enjoyable and valuable, especially when getting ready for an FAA checkride.

Rate

WVFC flight instructors are permitted to charge their normal instruction rates when giving phase checks. However, I charge either your instructor’s published rate or my rate, whichever is less. My instruction rate is $60 per hour.

Written Quiz

Some phase checks have a written quiz included in the phase check packet. If this is the case for your phase check, please complete the quiz and go over it with your flight instructor, not with me.

Preflight Inspection

I do not need to watch you do your preflight inspection. Depending on the type of phase check, I may ask you questions about the preflight inspection as we are getting in the airplane. If possible, please arrive early enough to perform a preflight inspection before our ground discussion. That way you will not have to pay me to watch you do it and you will not feel rushed.

Ground Discussion

A phase check begins with a ground discussion. If you want to feel more nervous, think of it as an oral exam. Topics are listed in the phase check packet.

Regardless of whether it is specifically required, it is always a good idea to have performed a weight and balance calculation and to have received a weather briefing prior to any kind of check flight. For flight planning purposes I weigh 190 pounds including clothes and flight bag.

During the ground session I will follow the topics listed in the phase check packet and try to ask a selection of easy, medium, and hard questions. This part will take about 0.7 to 1.0 hours.

Flight

During the flight we will also follow the maneuvers listed in the phase check packet. I will not try to trick you or ask you to do anything that is not mentioned in the packet. Therefore, if I say something strange, ask for a clarification. One FAA examiner I know puts it this way:

“Treat my instructions as you would air traffic control instructions. You are supposed to comply if possible while maintaining your pilot-in-command authority. For example, if ATC told you to fly into the side of a hill, you would try to find out what the controller really meant, and if necessary, refuse the instruction.”

I do not have any particular way that I want maneuvers to be flown. Just fly the way your flight instructor showed you.

We may do the maneuvers in an order different from that listed in the phase check packet or I may combine maneuvers in an effort to save time. However, if I start asking for things too quickly, it is perfectly reasonable to slow down and take your time.

I will not engage in too much idle chit-chat during the flight. I just sit there like a potato and observe. It does not mean anything is necessarily wrong if I’m not talking very much.

Phase check flights take different amounts of time depending on the type of phase check. I try to be as efficient as possible and will give you an educated guess as to how long the flight will be.

Postflight Debriefing

This part takes about 0.1 to 0.3 hours. We’ll go over the flight and discuss how each part of it went. I will write comments on your phase check packet and sign your logbook. You give the completed phase check form to your instructor afterward.

Suggestions

Be the pilot in command. The purpose of your training is to give you the ability to command your airplane in various situations, e.g. a solo cross-country flight, in instrument conditions, during aerobatic maneuvers. Don’t ask your check pilot if you should go around, continue into deteriorating weather, take a certain route, etc. These are things for you to decide.

Study the FAA Practical Test Standard applicable to your situation. Don’t skip the introduction. Spend time on the FAA’s “special emphasis areas” and “satisfactory and unsatisfactory performance”. On FAA checkrides one must “demonstrate mastery of the aircraft with the successful outcome of each task performed never seriously in doubt” and “demonstrate sound judgment.” Note that while you should always try to fly as well as you can, perfection is not the standard. Failure occurs when tolerances are consistently exceeded or the pilot fails to take prompt corrective action when tolerances are exceeded. Failure to clear the area before performing maneuvers is also grounds for “busting” the checkride.

WVFC phase checks are not passed or failed, but you may get the most benefit from your phase check flight if you pretend that it is an FAA checkride.

Conclusion

Enjoy your phase check experience. It will help you appreciate your flying accomplishments. If you have any questions about an upcoming phase check with me, please do not hesitate to contact me before our flight.

Until next time, FLY MORE.

The landing exercises presented here will help you get comfortable with controlling an airplane near the ground and in a flare.  If you can fly the exercises well, you will have an easy time learning how to land.  The exercises should be performed with an experienced flight instructor on board.

Centerline tracking with crosswind correction

Fly down the runway with enough power to sustain level flight at a comfortable airspeed; about 1.5 Vs usually works well.  Maintain  altitude just a few inches or feet above the ground.  The goal is to fly right over the runway centerline with the nose of the airplane pointed straight down the runway.  If there is a crosswind, wing down into the wind will be needed to keep the airplane from drifting downwind and opposite rudder will be needed to keep the airplane from turning into the wind.

Sliding sideways while pointing down the runway

Once you have experience with centerline tracking, try sliding the airplane from the upwind side to the downwind side of the runway and back while keeping the nose pointed straight down the runway at all times.  You can also try flying over the centerline while pointing the nose left and right to prove to yourself that you can point it wherever you want to.  The control inputs necessary to perform this exercise well are the same as those used in crosswind landing.  Remember to use the stick (ailerons) to move the airplane from side to side and use the rudder to keep the nose straight.

Long flare

One thing that makes learning to land challenging is that you only get to practice the flare for a few seconds each time around the pattern.  Helicopter pilots have it easier in this regard.  They can practice hovering a foot off the ground for as long as they want.  The long flare exercise prolongs the flare so you have more time to practice it.

The long flare exercise works best at a long runway.  Have your instructor fly the airplane to a point about a foot over the runway threshold at cruise airspeed; e.g. about 2 Vs.  He should have it trimmed so that there are no unexpected trim forces when you take the controls.  As the airplane passes over the threshold your instructor will reduce power to idle and relinquish the flight controls to you.  Your job is to fly down the runway centerline as low as possible without touching down.

During the long flare you should apply crosswind corrections to stop any sideways drift and to keep the nose pointed straight down the runway.  Your altitude should be constant or decreasing almost imperceptibly.  As the airspeed decreases the pitch will have to increase.  Try not to touchdown before the stall warning horn sounds.  If the runway is too short to touchdown at the end of the flare, go around.

Freeway driving

This exercise is designed to help you practice using rudder to keep the nose of the airplane straight during takeoff or landing rolls in a tailwheel airplane.  Have your instructor touchdown on the main wheels near the beginning of the runway.  The instructor should perform a wheel landing, but maintain enough power after touchdown to keep the airplane rolling.  While the instructor controls the stick and throttle,  your job is to steer the airplane down the runway using the rudder pedals.  If you start to swerve, or just to help get the feel of the rudder, try wiggling the rudder pedals back and forth rapidly.

Until next time, FLY MORE.

Airspeed changes can be made easily, promptly and precisely with proper technique. People who change airspeed inelegantly usually do so because they fail to appreciate how slowly their training airplane accelerates.  Also, many people do not realize that the throttle is only one of two things that control RPM in an airplane with a fixed-pitch propeller.  These subtleties lead to cumbersome airspeed changes that require much more fiddling around and adjustment of the throttle than necessary.  That leaves less time for other things like looking out the window and learning new maneuvers.

How to change airspeed

The real difference between level flight at different airspeeds is that the angle of attack is different.  However, to maintain altitude at the different speeds, different amounts of power are required.  This is because drag depends on airspeed [and more airspeed does not always mean more drag].  So in the end you have to change power setting to change airspeed.  You already knew that, right?!

Two things determine the power output of the engine.  One of them is controlled by throttle position and the other is RPM.  Throttle alone does not control RPM!  In an airplane with a fixed-pitch prop, RPM is determined by the throttle and the airspeed.  You can demonstrate this on your next flight.  At constant throttle, pitch up to fly slower; the RPM will decrease.  Pitch down to fly faster; the RPM will increase. (more…)