Flight Training Tips???

[Alexander2012]

Thank you all for your advice I will put it to good use i hope the next flight lesson

[lnuss]

Look at the rate of climb gauge and make sure it remains in the upward direction

Please don't! You can tell that visually, and right at/after liftoff isn't the time to be staring at the gauges.

When the nose wheel lifts off the ground, suddenly you don't have that extra grip from the nose wheel to keep you straight

While this is true, you also have some gyroscopic effects, which are more pronounced with a rapid raising of the nosewheel.

[Alexander2012]

So how much right rudder do you actually need? And do you need to use it while climbing as well?

[angels355]

Get a VFR sectional chart of your local area, and an airport plate with SIDs and STARs for that airport, and airport plates you might want to fly to, and study all those. Get to know the area and the local airports it will pay off.

Good luck.

[mdm248111]

Anytime your prop is turning and you're climbing, you're going to have P-factor from the descending prop having a higher relative angle of attack than the ascending one. I personally fly 172s, so I'm not specifically sure about the amount required on the Archer. My suggestion is to use as much rudder is required to keep the ball centered in the turn coordinator. It should give you an approximate amount of rudder to use. Plus, as others have said, it really is just getting a feel for the aircraft, and at less than 2 hours, you simply don't have the amount of time logged to really "feel" the aircraft. Once you reach that stage of being in tune with the aircraft, you'll be able to hold the altitude perfectly without any problems. I remember my first few hours in the pattern... all I heard was my CFI saying "watch that altitude" haha.

Good luck and hope it helps!

Michael
Private Pilot, C172M, 68.3Hrs

[Alexander2012]

Angles355, yes i have purchased a current VFR sectional chart for Kansas City, MO, and the TAC for KC as well. I live just north of KCI as we call it but its actually KMCI . And Michael, Yeah thats the big deal with my instructor lol i'm all over the place on the altimeter I was supposed to hold 3,000 feet and yeah it went up to 3,200 to anywhere to 2,800. Is it MSL or AGL? Ground elevation is 826 if that helps. But my CFI does like my turns and he made me fly parallel to a road and i could see how easy it would be to fly and find fields to land in Missouri if i had to. Lol. I seem to like the startup in the Warrior easy enough and the engine startup lol that is one of the best sounds


Thanks
Alex

[iflysioux]

So how much right rudder do you actually need? And do you need to use it while climbing as well?

A1: Enough

A2: Yes.

Long winded response, the amount of rudder depends on a million things, weight of the airplane, rate of rotation, cross wind, balance of the airplane, the list goes on. The only way to tell is by sheer feel of the plane, that comes with experience.

You need rudder in the climb and even a touch in cruse, but the Warrior has rudder trim, so if it's really that big of an issue you can use that, but I never touch it. The engine is always producing torque trying to bank the airplane to the left, therefore there is a touch of right aileron always present, and so therefore more lift on the left side and more drag. The P-factor and gyroscopic precession pretty much go away in cruise but the P-factor stays there through the climb. So yes you're constantly using the rudder, but so are you constantly adjusting throttle, mixture, aileron, and elevator inputs. Welcome to the world of flying.

You're stressing out wayyy too much about this altitude thing. You're within 200 feet of your target altitude and you've only got 2 hours, I'd say you're progressing well. Though I would ask your instructor why he's having you hold an IFR altitude when you're doing maneuvers.

[addaw987]

Coincidentally I am reading this after having a conversion lesson yesterday on a Warrior 2- I got my JAR PPL last year and have flown a Cessna 152 and 172 since then.

I immediately noticed that the Warrior requires a lot of right rudder in the climb at full power. In addition, the aircraft I flew required balancing out with the rudder trim at cruise- the Cessnas I have flown do not have variable rudder trim- I understand that they are trimmed for cruise power. You need to make sure that the trim is in the neutral position as part of the ground checks.

From my experience of learning to fly I would agree with all the previous comments. It is like learning to drive- at the start you are trying to stop the aircraft doing things. Very soon you will get to the position of making it do what you want.

Good luck

David

[mdm248111]

Is it MSL or AGL?

Your altimeter measures pressure altitude in MSL.

Pressure altitude is a reading of the atmospheric pressure at 29.92 (standard) then is calibrated for the specific conditions of that day. That is why you should listen to the AWOS/ATIS before each flight to get winds and altimeter information.

[tommchowat]

the engine startup lol that is one of the best sounds


Thanks
Alex

737-800 startup sound is nice too

Best of luck with your training. There are some very helpful comments here as expected. Be sure to let us know how you get on. I remember when I was doing my CPL I posted here on some help on how to land the Seneca (which is more difficult than landing a 737-800 would you believe (my opinion)) and there were some very helpful tips.