Flight Training Central
MARCH 4, 2024
The bank angle should be reduced gradually with coordinated aileron and rudder input. The pilot should roll the airplane into a medium-banked turn with coordinated aileron and rudder input. Enter the rectangular course maneuvers on a 45 degree angle to the downwind leg.
Flying Magazine
APRIL 26, 2024
The small aileron “tabs” were not doing a great job in crosswind ability. Left downwind on a blustery day with live weather actually shows a virga burst over the field, with local winds gusting 36 knots, making for some extreme conditions in such a tight canyon. Taking off in violent winds was a task.
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Pilot Institute
MAY 9, 2024
We correct for the overbanking tendency with aileron opposite the turn. The aileron on the right wing deflects down, increasing the camber and creating more lift. The left wing’s aileron deflects up, decreasing lift. For a Cessna 172, the recommended indicated airspeed for the maneuver is 105 knots.
Pilot Institute
MAY 4, 2024
In the Cessna 172S Pilot’s Operating Handbook (POH), the landing distance decreases by 10% for every 9 knots of headwind. For the Cessna 172, landing distance increases by 10% for every 2 knots of tailwind. For the Cessna 172S, we fly a short-field approach with full flaps at 61 knots.
Pilot Institute
JULY 12, 2024
Flying at 60 knots? For example, it’s good practice to add a few knots to V-ref when landing in gusty conditions. If you usually land at 50 knots but end up touching down at 55 knots, you might think the landing distance only increases slightly. Keep the ailerons into the wind. Two key aspects make good approaches.
Fear of Landing
MARCH 1, 2024
The stall speed is cited in the docket as 53 knots. Whoever was flying that day appears to have intentionally slowed the aircraft to 28 knots. The fuselage was crushed and the wings only partially attached to the fuselage, with damage to the ailerons and flaps. Then the left wing dropped and the nose pitched down.
Aerotime
JULY 19, 2024
The primary flight controls on the DC-10 (ailerons, rudder, elevators, spoilers) were all operated by hydraulic pressure and the first officer was quick to realize that his controls were unresponsive to his inputs. On checking the hydraulic fluid pressure and quantity gauges, he noticed that they all read zero.
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