Find an airport with a crosswind.
The student or new owner will fly down the runway at 10 feet above the runway in a crab. When we see the student relaxed, we make the next approached at 5 feet.
When the students are nervous they grip the stick tightly and their fingernails turn white. We look for the fingers to pink up as a sign the student is relaxing and now ready to learn.
When the student is relaxed, we fly at 5 feet above the runway with correct aileron into the wind and opposite rudder to maintain runway center line.
The throttle is set at 3300 RPM and flaps at 20 degrees. This produces 55 KIAS. The crosswind correction is maintained at all times.
As we approach 3 feet the CFI takes control of the throttle and the student controls the other forces.
55 KIAS will be maintained by using 3300 RPM. 3500 RPM will be needed on hot days and at gross weight.
When the student can stay very close to the runway and on the center line, the student has earned the control of the throttle.
It is acceptable if the main wheels touch the runway occasionally during this exercise.
When the student can maintain crosswind control and stay on the center line just inches off the ground for about 3000', they are ready to make some landings.
The new owner is now ready to earn a Bristell Art of Defying Gravity Challenge Coin.
The student must land within 400 feet of the touch down spot, on the mains, and on the center line on a day with a crosswind.
After touch down , the power is reduced and the nose wheel is held off the runway while excess energy is dissipated.
The average school teaches a power off landing. The plane is in the correct landing attitude for about two seconds. It is imperative the student learns what the correct landing attitude looks like. It is hard to land when the plane is in the landing attitude for only two seconds.
Use enough power to keep the plane from landing. The proper landing attitude is held for about 30 seconds. The student sees the proper landing attitude for 5 times longer than a power off landing. The student also learns not to land on the nose wheel.
Click on the TAB MORE and watch the GPA videos.
On a cool day with a light student, a small CFI, and 10 gallons in the tanks, 3300 RPM will hold 55 KIAS all the way down the runway.
On a hot day with a full load you may need 3600 RPM to hold 55 KIAS down the runway.
Go around with about 2000 feet of runway remaining so you have about 200 feet of altitude by the end of the runway.
In order to learn proper crosswind control, pilots must develop the discipline of landing on the main gear and on the center line.
When GPA is mastered, the student is ready to learn normal Taxing, Takeoffs, Traffic Pattern and landings.
YouTube.com GPA Videos
Technique: Don't let it land! by Keith West
ASI Safety Tip: Greasing the Landing
My Best Landing Tip-MzeroA Flight Training
Become a Sport Pilot in 3 weeks for as little as $135 per hour with a Certified Flight Instructor. Our beautiful academy home is close to the airport and as little as $30 per night. (2020 Pricing) Career minded students can earn their LSA CFI in 4 months with $2000 down and $303 per month and get a guaranteed job. Located 60 miles south of Orlando.
Call Lou Mancuso @ 516-658-1847 to learn if you qualify.
Use cushions and adjust the rudder pedals so your eyes are four inches above the glare shield. Good visibility over the nose will assist in making great, smooth landings. We begin our training with some gentle taxiing and when the student is ready we taxi the length of the runway with the nose wheel slightly off the ground and over the center line.
Apply correct aileron input and verify the engine is developing full power during the first few seconds of the takeoff roll. The engine RPM should indicate between 5000 and 5200 RPM. Let the plane fly off the runway when it is ready.
If the runway is less than 2500 feet we use 10 degrees of flap. The flaps are retracted at about 300 feet.
Our original school is Mid Island Flying School in Shirley, NY. Making Pilots since 1946
Call Evan @ 631-281-5400
You should always be able to see over the nose!
You should always be able to see over the nose!
If you can see over the nose on climb out you will be safe and never stall the plane if the engine is developing full power.
Our Flight Academy is located in Sebring, FL
To avoid Loss Of Control on climb out, your climb speed should be Vy +10 knots (75KIAS) prior to turning crosswind.
Your altitude must be within 300 feet of pattern altitude before turning crosswind.
For all turns in the traffic pattern, the pilot must lower the nose of the plane to add a little extra flying speed.
During turns the wing produces less lift. The steeper the turn the less the lift.
Reduce the power to about 4000 RPM and wait for the airspeed to slow to 75 KIAS. This is Fe, Maximum allowable flap extension speed. If you are one third down the downwind leg and your speed is still not 75 KIAS, close the throttle, ad 10 degrees flaps and set Throttle at 1/2.
Lower your nose in all turns.
Use 3900 RPM, 10 degrees Flap, and trim for 75 KIAS
All power settings are approximate. On a hot day with a full load, more power will be required.
Abeam the numbers: Reduce power to 3700 RPM, set the flaps to 20 degrees, trim the aircraft for 65 KIAS and turn onto base leg.
After turning base leg, ask yourself: Am I too high,
too low, or just right?
You should be 500 AGL as you turn final. If after turning base, it looks like you will not be 500 feet AGL on final, then DO SOMETHING.
When making a left hand pattern and there is a strong left crosswind..Beware!!!
The left crosswind will result in a fast ground speed on base leg. If you do not begin your turn onto final approach early, you will over shoot final approach and the plane will arrive in a very bad place. (This is the coffin corner). If you attempt a steep bank to get back to the runway, the wing may stall and you will wind up in a coffin.
If you overshoot the turn from base to final you should not try to correct by making a steep turn to get re-aligned with the final approach. IF YOU OVERSHOOT...GO AROUND IMMEDIATELY. DO NOT TRY TO CORRECT!!! This technique will assure you do not loose control of the aircraft during this critical phase of flight.
When the plane is properly aligned with the runway on final,
Reduce power to 3500 RPM, set the flaps for 20 degrees, and
re-Trim the plane for 60 KIAS.
Use power to hold 60 KIAS
At 200 AGL, if your airspeed is not 60 KIAS +/- 5 Knots and you are not lined up with the centerline, and you are not in your final flap configuration, then GO AROUND.
This is called the Defined Go Around Point.
Reduce power to 3300-3500 RPM,
keep the nose down to maintain energy (and stay safe) until you are at the height of a car. Lower your nose a little more to add some energy then add a little back pressure to achieve a level flight attitude.
The plane is now level at the height of a car, add some back pressure to stop the descent and begin level flight.
This is the EYE TRANSITION POINT.
Your eyes should look down the runway until you come to the end and then focus on the trees at the end of the runway.
As the plane loses some energy, the airspeed will slow and the plane will begin to lose altitude. Wait.
Add a little back pressure.
If too much back pressure is used, the plane will climb to more than the height of a car. This is called a balloon. Full power must be added and a go-around initiated.
When the nose is in a slight climb attitude the plane is ready for a safe landing. Just wait until more energy is dissipated and the plane will land.
After the touch down, close the throttle , hold the nose slightly off the runway until some energy is dissipated and gently fly the nose wheel to the runway.
During an optimum landing, the pilot can see the runway over the glare shield during the entire landing. If the pilot loses sight of the runway, optimum control is lost and a hard landing may occur.
Aileron into the wind should increase as the plane slows and should be a full deflection at the end of the landing.
Slow the plane down by holding off the nose wheel off the runway and gently fly the nose wheel onto the runway. Continue to slow down until the plane is at the speed of a walk prior to turning off the runway. Taxi to the ramp.
When you arrive at the ramp, face the plane into the wind before shut down to assure canopy protection.
Leave the flaps down 10 degrees to avoid flap damage as passengers step onto the wing spar.
Locking the wing lockers will prevent wind damage.
A go-around is initiated without letting the nose wheel touch. The student must avoid letting the nose get too high while accelerating to Vy (75kts) within ground effect.
When Vy, best rate of climb, of 75 KIAS is obtained, the climb attitude of 10 degrees nose up is created. Vy + 10 or 85 KIAS is used until turning crosswind leg.
Learning to land on the mains in a crosswind and on the centerline and then performing a go-around without letting the nose touch teaches the proper way to care for the nose wheel assembly.
Flying level at 5 feet is when your eyes look down the runway centerline to the end of the runway.
This is the eye transition point.
As the excess energy begins to dissipate slight back pressure is added.
Lou and Mike Mancuso have over 20,000 hours of flying experience.
They created the Landing Doctor three point learning Program.
Lou Mancuso is
"The Landing Doctor"
The pilot must always maintain airspeed to control the plane.
Use cushions to see 4 inches over the panel. With the wings level in a climb, the plane will not stall and therefore cannot enter a spin.
Stall speed increases with the degree of bank. Do not make a climbing turn until you have Vy, best rate of climb +10 knots.
Do not make the first turn until you are within 300 feet of the downwind leg. This assures you will not be climbing as you turn onto downwind. You will be able to see traffic entering the pattern.
During left traffic, a strong left crosswind can cause unprepared pilots to overshoot the turn to final approach and find themselves in the COFFIN CORNER. If this happens....GO AROUND.
With a right crosswind in a left hand pattern, the turn from base leg to final approach must be delayed to assure proper line up with the runway as far out as possible
If you balloon a landing and find the plane more than 3 feet in the air....GO AROUND.
Some runways have a lip. Landing short can cause a serious accident.
If you land in the first third you will not run off the end of the runway.
The FAA law requires 30 minutes of fuel reserves. This is not for you. This is not for me either...land with 90 minutes of fuel. In a Bristell that is 6 gallons at 50% power.
Fog can form when the temperature and dew point get within 5 degrees. If the temperature dew point spread is less than 6 degrees, do not leave the traffic pattern
Do a more thorough pre-flight when the plane comes out of maintenance. Consider staying local for one flight. Listen to your engine. If it does not sound normal land and take a look.
When you have a solid gold out, you can be a little more adventurous.
If you can see over the nose during climb out, you will not have a departure stall.
Lowering the nose in all turns is a great habit and will avoid stalls.
DO NOT SAY, "PUSH THE STICK FORWARD"
Recover from stall at the first sign. Do not do full stalls. Departure stalls are are performed with only 4000 RPM and with a CFI on board. "KEEP THE BALL CENTERED"
"Lower the nose keep the wing flying and to keep us safe" "Lower the nose to keep the wing flying and to keep us safe." Keep the nose down, use some power and half flaps, and maintain energy until the height of a car at which time you will fly level and assess the crosswind.
During a crisis, you must maintain flying speed at all times. "FLY THE PLANE"
The PLC is the most important part of the Landing Doctor three part training program.
You can download a free copy by visiting, sebringflightacademy
The PLC is under the tab, The Landing Doctor Code.
ALWAYS LAND WITH 90 MINUTES FUEL RESERVE
Always land on the main gear with the nose wheel over the centerline .
The number one reason the engine quits is running out of fuel in one tank.
Fog can form quickly when the spread is less than 6 degrees.
Go to the Sebring Flight academy web site and download a copy of the quiz.
We are currently testing various propellers on the 915 to learn which prop is the best fit
915 Demos will be available in Florida in 2020
Until it is on this site, the Quiz can be found at www.sebringflightacademy.com
This fuel checking method only works on level surfaces
Since the Bristell has a substantial dihedral, there is more fuel outboard.
If you can see fuel touching the tank bottom, you have 6 gallons remaining in that tank.
If the fuel is half way up the side of the tank, you have 5 gallons plus the 6 gl on the bottom for a total of 11 gal.
I had a problem for quite some time with the lane A light coming on when reducing power upon approach. A call to Lockwood helped fix the issue. It was suggested that I check the blue connectors at the coils to see if they were loose. They weren't loose, but I disconnected them and added a couple of drops of dielectric grease to them. They are spade connectors. That solved my problem, and another as well. Most times on engine start, I wouldn't get an oil pressure reading at all until I shut down and restarted.
All is well now and I'm back to enjoying flying N122ZB! I hope this help, Andrew. Good luck!
During a long downwind taxi on a hot day, the engine will overheat. To prevent overheat, turn the plane into the wind, set the throttle at 3000 RPM for one minute. This will bring down the temps. Be sure the temps are normal before takeoff.
Never allow gas to flow through the air when defueling. the static electricity can cause a fire.
Do not apply rudder pressure until the plane is moving. This technique will protect the dual Teleflex steering cables.
When using a tow bar, a hard turn can damage the Teleflex cables. Make gentle turns.
Control temps by climbing at 90 KIAS. If still hot, reduce the throttle by 200 RPM.
The Bristell has a high power to weight ratio and will have an excessively high and dangerous attitude if departure stalls are performed with full power.
CENTER the BALL, SET THROTTLE AT 65% POWER, 4000 RPM
Lower to nose, add full power, and resume climb after obtaining 70 KIAS
Do not let the plane fly off the runway until it is ready. Do not look at the airspeed indicator. Add full power, verify proper RPM, add some back pressure and wait for the plane to fly.
Accelerate to Vy, best rate of climb before you start the climb.
Do not initiate the turn onto Crosswind until you are within 300 feet of the downwind leg altitude. Before turning, lower the nose and establish Vy, best rate of climb, plus 10 mph. We call this Maneuvering Climb Speed, Vmcs.
Use a crab to keep from getting too close to the runway.
Am I too low, too high, just right…DO SOMETHING!!! You should be 500’ AGL when turning final. Adjust your power and flaps to arrive at the correct altitude on final.
If you overshoot the final, usually from a tail wind on base leg, do not enter a steep turn to get back in line with the runway….GO AROUND!!!
Maintain some power and half flaps for a shallow approach attitude. Keep the nose down, to maintain energy and stay safe, until you are the height of a car. Fly level down the runway and asses for a crosswind. Reduce the power a little and let the plane settle towards the runway. Fly the plane onto the runway in the proper landing attitude.
Remember, IF YOU DO NOT STALL, YOU CANNOT SPIN!!!
Most Pilot Operating Handbooks or Aircraft Operating Instructions prohibit intentional spins.
Avoiding steep turns can also help avoid an accidental spin.
Some Airlines prohibit turns over 15 degrees of bank in the traffic pattern.
The Carpenters run a 15 day school for Light Sport Repairmen.
The high lead content of 100 LL requires 25 hour oil changes and 50 hour cleaning of the oil canister.
Keep the power at high cruise, above 5000 rpm for that last 15 minutes of the flight to help burn off any lead deposits.
Northern climates have winter auto fuel which is more volatile that summer auto fuel. Flying on a hot March day can cause detonation and engine roughness. Use 100 LL in March and April. Gas stations must switch to Summer grade, less volatile fuel by May first.
Auto gas, especially premium which is not a big seller at gas stations, does not have a good shelf life. Old 10% ethanol auto gas can cause deposits that can gum up the carburetors.
Buy your 10% ethanol Premium Auto Gas from a big station that sells lots of gas.
Aero Shell SPORT PLUS 4 OIL.
3.25 QUARTS CAPACITY
NEVER ADD MORE THAN 1/4 QT.
The dual aneroid carburetors prefer 93 OCT Auto Gas.
Auto Gas has a short shelf life and should not be left in the engine lines for more than 30 days.
The Rotax 914 Turbo has dual aneroid carburetors and produces 115 HP. It can use 100LL or 93 OCT Premium Auto Gas.
The 141 HP Rotax 915iS Sport has fuel injection, a Turbo, and an intercooler. It runs fine on 100LL or 93 OCT Auto Gas.
If you can find non ethanol auto gas, you should use it for optimum results.
Run the engine at 5000 RPM or more to disperse the lead in the 100 LL fuel. Change the oil every 25 hours. 93 OCT Premium Auto Gas allows 50 hours between oil changes.