Flight Instructor's Notes
Information will be posted here reguarding certain flight operations and proceedures, as well as nav logs, other examples and advise. Care has been taken to publish these items accurately, but may contain errors. The material has been designed to be used as a SUPPLEMENT or GUIDE to flight instruction only. The USER is responsible for determining if the information is satisfactory for use. I am not liable for misuse, inaccuracy or misinterpretation of the information published here.
Please do not copy any resource here without consent or giving credit to the source. Don't take my work for your own, but feel free to use it if you determine it is fit.
The documents were published with Microsoft Word 2002 and did not contain harmful material when uploaded
Christopher D. Susie
Click here for a resume
Cell Phone: 701-330-2210
Email: [email protected]
Address: 204 Canberra Court
Emerado, ND 58228
11-8-04 Student Pilots: Consider becoming night endorsed with the seasonal reduction in daylight hours. I also advise becoming proficient and comfortable in moderate crosswinds and to practice often. Try to get dual or solo practice at least once a week.
11-15-04 I have been advised to please be sure to keep the oil level on the Champ between 3 and 3.5 quarts. Don't wait to add the whole quart, add a half a quart if you need to and record in the book. Cherokee 140 oil level should be between 6.25 and 7 quarts. Oil is in the cabinent. Aeroshell 15W50 currently in use in the Champ and the Cherokee 140.
11-22-04 It is a very good idea to check the weather and the NOTAMS BEFORE you go flying. The FAA page is an excellent source of information. On our links page, click on the red FAA NOTAMS button. See the NOTAM section and the NOAA aviation weather pages in particular.
11-29-04 The time of year for winter flying is upon us, Snow covered runways present a new challenge. Take extra caution when operating when snow is present. The reduction of braking capability because of snow and ice on the runway is not the only hazzard; the snow may stick to warm brakes and freeze while airborne. This may cause the wheels to skid on touchdown creating handling problems. Be especially careful with the tailwheel aircraft. Setting down more firmly than normal or an intentional "bounce" to free the wheels was suggested. Talk to Gary Glyten or call Vince to find out more.
12-13-04 Weeks when the weather is poor doesn't allow much flying practice to happen, but may be the perfect opportunity to study some of your ground school stuff or take up some light reading on flying. You'll be suprized what spending only 15 min or a half hour can do for knowledge building and making yourself a more knowlegeable pilot. Got questions on something? Email me!
1-10-05 Please see and review the newly released Taxiing in a Crosswind document below. Methods portrayed are also relevant to tricycle airplanes. Use proper control positions even in light winds, it is a good habit.
3-22-05 Be especially carefull of the possibility of water in the fuel. Take the time to properly sump the three fuel drains on the Cherokee 140 into the sight tube each flight. Really examine the sample you have taken for contaminants. Please fuel the aircraft upon return so that the fuel has a chance to settle (overnight) and any water can sumped out. It also will help prevent condensation in our aircraft's fuel tanks. Consider waiting a period of time after refueling (1/2 hour) during the day before flying again so that any water can seperate also.
3-22-05 Take a little more time in preflight inspection. Take the time to really look the airplane over, especially the engine compartment, landing gear, and flight control surfaces. Consider using a flashlight when preflighting inside the hangar to see better. Concentrate on details of each area as you go on the walk around inspection instead of quick glance of "general condition".
4-30-05 Work on your non-control tower radio communication phaseology. The main thing is to talk, as many of you already are and do a good job of, but here are a few things you can do to make you sound better, help clear up the frequency on busy days, and be more correct.
Drop words like "I'm going to" "preparing to takeoff on" "cleared to" and other extras or non essenstial
wording from your phraseology.
Make your transmissions short and to-the-point.
Think, then talk, it will save on pauses with the mike keyed in,
Once you have called in with you full callsign once, shorten it to the last three #'s "60J" or "39L"
Here are some good examples of non-control tower transmissions:
"Northwood Traffic, Cherokee 7360J departing (runway) 26, Northwood" (say "closed traffic" if remaining
in the pattern)
"Northwood Traffic, Cherokee 60J, left downwind 26, Northwood"
"Northwood Traffic, Champ 39L, 10 miles west at 2,500 inbound for landing 26, Northwood"
"Northwood Traffic, Champ 39L, 5 miles SE at 2,500, westbound entering 45 to the downwind
26, Northwood"
"Northwood Traffic, Bonanza 46N, 4 mile final for 26, full stop, Northwood"
"Northwood Traffic, Cherokee 60J backtaxi 26 for the ramp, Northwood"
4-30-05 Watch your taxi speed and ground coontrol technique. Use smooth power applications. It will take more power to start rolling then less to keep moving. Regulate your speed with the throttle first and then brakes, don't just drag the brakes to slow down with throttle remaining in (may however need to do this in tailwheel with windy conditions to keep downforce on elevator, see instructor). Taxi speed should be a fast paced walk, at most certianly not faster than you could run. If traffic is pressing, speed up you taxi very cautiously. Also remember proper positioning of your flight controls.
5-04-05 One of the best ways to become proficient and confident with the airplane you are flying is to hop from one airport to another on a round trip. This allows you to experience several different runways and wind conditions on the same day helping to diversify the training experience. Think of how many airports are within 50NM of your home airport you have never been to. I've composed several different hops originating from 4V4 that hit lots of airports with only 20NM or so legs between stops. Consider flying one of them dual or if you are rated solo.
