Sun Apr 18, 2021 10:37 am
#1841155
In North America there’s no QFE and so circuit heights are all QNH on the “altimmitter” setting.
It might be a good idea to be used to adding the field elevation when no QFE is available, and flying QNH.
Just remember the “high to low, look below” phrase.
If you are going to do your own QFE, write down the QNH first, then write the QFE you calculate, review it for correctness, and then adjust the altimeter.
Better still, ask other traffic on the frequency what they are using.
Any time you adjust something there is room for error.
Keeping it as simple as possible reduces the amount of possible error.
There’s no answer to the problem using the wrong call sign.
It’s common for people used to flying one aircraft all the time, and for those who do not always fly an aircraft on the same registry.
The most common error I have observed has been when the pilot I’m flying with starts by calling “Air Canada.....”, hang on a minute, this is a Citabria.
Expect errors, we all make them.
My error was turning the volume down on box 2 while I listened to the ATIS on box one.
I went back onto box two and listened, made my call, and then realised what I had done.
I was a little high on my flapless approach, ‘had to apply flaps... This was a reaction to undershooting on a glide approach into Blackbushe in November, and having to apply a little power. But the Warrior glides better than the Cessna 152.
Of course the second flapless glide approach was perfect, but it did mean doing four landings rather than three.
Do not expect to do everything perfectly on every flight you make. The important thing is to be able to spot and correct your errors.
Do expect to make errors when flying dual.
Regardless of however good you are, an instructor is a distraction and any distraction is a source of error.
An instructor in the teaching mode is different to an instructor in the assessing mode.
When I’m having a check out I am also an ‘assessing instructor’ however experienced the person checking me out might be.
It was my job to assess instructors! Old habits do not die, but I make my comments constructive and kind rather than nasty criticism.
But it is always good when I learn something new, and there’s usually something to learn.
The clear evidence of “distraction” is shown when a student goes solo.
Most often the student is surprised at how well their flight went... But their attention is heightened due to being on their own for the first time, and there’s no distraction in the other seat.
I am not saying that a dual check is not a good thing, it’s essential in many cases.
But that you should not have expectations other than being a little more inept than you usually are.
Be prepared to forgive yourself, and continue to pay attention to the ongoing flight.
Avoid finishing on a bad landing... If you screw up, go around, do it better next time, and consider the landing fee afterwards.
That first glide approach cost me £12... (the landing was good but I had to use the flaps).
Most important is assessing your flying after becoming comfortable again... That’s when complacency might be a problem.
It might be a good idea to be used to adding the field elevation when no QFE is available, and flying QNH.
Just remember the “high to low, look below” phrase.
If you are going to do your own QFE, write down the QNH first, then write the QFE you calculate, review it for correctness, and then adjust the altimeter.
Better still, ask other traffic on the frequency what they are using.
Any time you adjust something there is room for error.
Keeping it as simple as possible reduces the amount of possible error.
There’s no answer to the problem using the wrong call sign.
It’s common for people used to flying one aircraft all the time, and for those who do not always fly an aircraft on the same registry.
The most common error I have observed has been when the pilot I’m flying with starts by calling “Air Canada.....”, hang on a minute, this is a Citabria.
Expect errors, we all make them.
My error was turning the volume down on box 2 while I listened to the ATIS on box one.
I went back onto box two and listened, made my call, and then realised what I had done.
I was a little high on my flapless approach, ‘had to apply flaps... This was a reaction to undershooting on a glide approach into Blackbushe in November, and having to apply a little power. But the Warrior glides better than the Cessna 152.
Of course the second flapless glide approach was perfect, but it did mean doing four landings rather than three.
Do not expect to do everything perfectly on every flight you make. The important thing is to be able to spot and correct your errors.
Do expect to make errors when flying dual.
Regardless of however good you are, an instructor is a distraction and any distraction is a source of error.
An instructor in the teaching mode is different to an instructor in the assessing mode.
When I’m having a check out I am also an ‘assessing instructor’ however experienced the person checking me out might be.
It was my job to assess instructors! Old habits do not die, but I make my comments constructive and kind rather than nasty criticism.
But it is always good when I learn something new, and there’s usually something to learn.
The clear evidence of “distraction” is shown when a student goes solo.
Most often the student is surprised at how well their flight went... But their attention is heightened due to being on their own for the first time, and there’s no distraction in the other seat.
I am not saying that a dual check is not a good thing, it’s essential in many cases.
But that you should not have expectations other than being a little more inept than you usually are.
Be prepared to forgive yourself, and continue to pay attention to the ongoing flight.
Avoid finishing on a bad landing... If you screw up, go around, do it better next time, and consider the landing fee afterwards.
That first glide approach cost me £12... (the landing was good but I had to use the flaps).
Most important is assessing your flying after becoming comfortable again... That’s when complacency might be a problem.
T6Harvard liked this
MichaelP
Wandering the World
Wandering the World