Hi James,
Thanks very much for the suggestions. I'm learning a
lot - trying to explain something is a great way to
increase your own knowledge.
One things I am concerned about is covering too much
ground. I think it would be a bit too much to cover
absolutely everything required for a VFR cross-country
flight in a single tutorial. So I decided not to
include magneto checks, carb-heat, VOR. Do you think
these are more important than things like the
autopilot? If so, I could replace some of the topics.
Further comments below.
> Some suggestions:
>
> 1) it's "retract flaps to 10 degrees" in a C172
> because 10 degrees does
> provide lift and going to 0 degrees could still
> cause sink.
I'll update it.
> 2) since you're doing a x-country, you could add
> tuning in a VOR (or 2).
I'm concerned that at present it is a bit "heavy" on
avionics - in fact when flying it you only have about
5 minutes with the autopilot on before you have to
start descending. Also, there isn't a useful VOR in
the area.
I think there is room for another tutorial covering
navigational aids, classes of airspace, cruising
altitudes, ILS approaches etc. However that is really
well outside my knowledge.
> 3) Also just delete this paragraph:
>
> "If for some reason it looks like you're going to
> mess up the landing,
> you can either take advantage of the fact that this
> isn't real life, hustle
> the plane down, touch down half-way down the runway
> with one wheel on the
> grass and use the brakes to bleed off 60kts of speed
> (well, that's what
> usually happens to me...), or "
OK, it's a bit flippant. I'll remove it. No need to
popagate my own bad habits ;)
> 4) The mixture explanation is pretty good, though I
> don't remember a 172
> having fuel flow or egt gauges. I would suggest
> adding an explanation of
> cruising at a power setting (like 65%) using the
> C172 manual power table
> to select the best power setting (RPM and mixture)
> for cruise.
The FGFS C172 seems to have both a Fuel Flow and EGT
on the LHS of the panel. I'll have a look for a power
table to quote for the cruise setting.
> 5) You might want to talk about carb heat, since it
> could be an issue on
> non-fuel injected engines in older 172s. even in
> Northern California if
> the humidity is high enough.
Good point. Should one always use carb-heat on
descent, or do you have to make a judgement call on
whether it is required?
> 6) might want to lean on the ground while taxiing
> too to prevent spark plug
> fouling and rough operation
I take it you lean for the altitude of the runway
then?
> 7) rich in the pattern for safety and decreasing DA
> reasons only at low DA
> airports
I'm not sure I understand. KLVK is at 400ft, so
presumably a low DA airport?
Should I mention that at high DA airports we'd not go
rich in the pattern?
Thanks again for the comments.
-Stuart
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