Outside of the pattern, what do you find is most useful for really nailing the "feel" of coordinated turns? I find myself always looking at the turn coordinator, I really want to break that habit.
Thanks
Thanks
I'm with you, I can't feel it unless I'm doing an intentional slip, then its pretty obvious. One ball width out, I get nothing.Outside of the pattern, what do you find is most useful for really nailing the "feel" of coordinated turns? I find myself always looking at the turn coordinator, I really want to break that habit.
Thanks
I'm a little over 600 hours and still can't feel when I am uncoordinated in a normal turn.
I'm with you, I can't feel it unless I'm doing an intentional slip, then its pretty obvious. One ball width out, I get nothing.
I’d challenge you to go out and intentionally fly it a ball width out of coordination for a few minutes and then intentionally keep it centered for the same amount of time. I’ll bet it won’t take you long to learn the difference.Same here- so following for tips. 1 ball is hit or miss whether I feel it. Student pilot here so I want to learn the feel of everything early. It also doesn’t help that I did some car racing and generally ignore a few lateral Gs.
Funny, I was thinking about this subject in a round-about way earlier today. It seems I always feel like I am uncoordinated turning base to final. Maybe it is the slow speed and descent coupled with the turn... something about it always makes me think twice about the bank angle being too steep and then I get thoughts like don't put too much left rudder in (left base, by the way) or you are going to drop the wing and spin in.
For some reason it is this base to final turn that gets me recently. Im always uncoordinated. And it really has hurt my landings recently - I tend to come in too fast I think because I am afraid of lower airspeed in this base to final turn. Heck this could be another topic, but the un-coordinated-ness of this turn made me post it here.
Anybody have anything similar to this happen to them during any phase in their training? I really want to get over this feeling quickly and get my landings back to where they were (fair to good). Any tips for making turns in the pattern especially base to final lower speed turns??
(edit - should mention I'm flying a c172R and have about 5 solo hours and 30 total hours)
Thanks all!
You just nailed my exact concern. The base to final turn has me on edge every single time I come in for landing.
Last weekend I had a gust cause my low wing to dip on base to final an it scared the holy living hell out of me. I thought I was entering a spin.
The best way to learn it is to learn to see it. Make that right turn with no rudder, and you can see the nose turning away from the direction of turn.
Last weekend I had a gust cause my low wing to dip on base to final an it scared the holy living hell out of me. I thought I was entering a spin.
Get spin training.
Spin training doesn't do any good at 700 AGL.
It's difficult for those of us flying tricycle gear airplanes to feel most lack of coo because we are sitting on the CG.Our back seat passengers feel it. When I was doing primary training I used to recommend taking a significant other along for a lesson. I'd give them a rolled up newspaper and tell them to whack the pilotbin the head when they felt it.
The best way to learn it is to learn to see it. Make that right turn with no rudder, and you can see the nose turning away from the direction of turn.
Spin training doesn't do any good at 700 AGL.
It does when you understand the ingredients that must be present to enter a spin. Under normal conditions none should be present in the situation you described. In fact, I’d bet you weren’t even close to entering one.
Funny, I was thinking about this subject in a round-about way earlier today. It seems I always feel like I am uncoordinated turning base to final. Maybe it is the slow speed and descent coupled with the turn... something about it always makes me think twice about the bank angle being too steep and then I get thoughts like don't put too much left rudder in (left base, by the way) or you are going to drop the wing and spin in.
For some reason it is this base to final turn that gets me recently. Im always uncoordinated. And it really has hurt my landings recently - I tend to come in too fast I think because I am afraid of lower airspeed in this base to final turn. Heck this could be another topic, but the un-coordinated-ness of this turn made me post it here.
Anybody have anything similar to this happen to them during any phase in their training? I really want to get over this feeling quickly and get my landings back to where they were (fair to good). Any tips for making turns in the pattern especially base to final lower speed turns??
(edit - should mention I'm flying a c172R and have about 5 solo hours and 30 total hours)
Thanks all!
Go up and make this “base to final” turn at altitude...then make it a few knots slower each time, until you actually DO stall. Notice how clearly the airplane indicates the impending stall, and notice that none of those indications are present at the proper speed.Glad I'm not the only one. I think I will get my CFI to work on this specifically with me this weekend if I can't get my cross country in (weather doesn't look great for that). Anybody have any tips for these slower turns in the pattern?
It does when you understand the ingredients that must be present to enter a spin. Under normal conditions none should be present in the situation you described. In fact, I’d bet you weren’t even close to entering one.
It does when you understand the ingredients that must be present to enter a spin. Under normal conditions none should be present in the situation you described. In fact, I’d bet you weren’t even close to entering one.
A wing dip from a little gust of wind isn't going to put you into a stall. Let me guess, you had an instructor that said, "never exceed 15 degrees of bank in the pattern."
Go up and make this “base to final” turn at altitude...then make it a few knots slower each time, until you actually DO stall. Notice how clearly the airplane indicates the impending stall, and notice that none of those indications are present at the proper speed.
Do steep turns with the stall horn sounding at least 50% of the time.