When teaching your students, do you teach one hand on the throttle all the time or no touch once it is set in cruise.
I tell my students to keep their hands away from the throttle once they are set up in cruise (always one hand on when starting, take-off, climb, landing etc).
My reasoning. If your engine starts to gradually lose power for some reason or another (perhaps the fuel vent is blocked) with one hand on the throttle you would probably tend to slowly add power to maintain the RPM/MP subconciously. 10 min or so goes by and you still haven't realized you have a power problem yet until you have full throttle but only cruise power. If you handn't had your hand on the throttle you may have noticed the gradual loss of power.
Any other opinions? I'd like to hear.
Question..
Moderators: sky's the limit, sepia, Sulako, Right Seat Captain, lilfssister, North Shore
BDT,
If I ask you to tell me the time, I'm not asking you to build me a watch.
I think you're over emphisizing irrelevant points to your students. Once you're in cruise does it really matter if they pick their nose, or tune a radio, take a note etc. with the free hand? If it's not broke don't fix it.
If I ask you to tell me the time, I'm not asking you to build me a watch.
I think you're over emphisizing irrelevant points to your students. Once you're in cruise does it really matter if they pick their nose, or tune a radio, take a note etc. with the free hand? If it's not broke don't fix it.
Last edited by Dog on Thu Mar 23, 2006 4:53 pm, edited 2 times in total.
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Cat Driver
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It may however be a suggestion to show them how to use your first finger to control throttle movement by friction.
When they are actually moving the throttle I notice most just grab a fist full of the throttle knob which gives piss poor throttle control on the little bug smashers.
Cat
When they are actually moving the throttle I notice most just grab a fist full of the throttle knob which gives piss poor throttle control on the little bug smashers.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Whoa,
I think you misinterpreted how I teach. I don't spend an hour briefing on it and then make it an entire lesson plan or anything. But if someone is on the throttle 100% of the time I will mention it to them and then give them my reasoning. That ends it.
I have heard of instructors who are all about one hand on the throttle and it was more curiousity I asked to see what other people do.
Cat I agree with the no death grip policy....throttle and control stick/yoke.
I think you misinterpreted how I teach. I don't spend an hour briefing on it and then make it an entire lesson plan or anything. But if someone is on the throttle 100% of the time I will mention it to them and then give them my reasoning. That ends it.
I have heard of instructors who are all about one hand on the throttle and it was more curiousity I asked to see what other people do.
Cat I agree with the no death grip policy....throttle and control stick/yoke.
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Cat Driver
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The point I am trying to make is when you use your first finger on the throttle positioned so as to be in contact with the tension nut you have complete control of throttle movement through friction between your finger and the throttle movement.
Just holding the throttle knob does not give very good control of throttle movement.
I am suprised at how many pilots do not understand this very basic principle of using your finger to use friction as a movement control.
Cat
Just holding the throttle knob does not give very good control of throttle movement.
I am suprised at how many pilots do not understand this very basic principle of using your finger to use friction as a movement control.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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TorontoGuy
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Twice now, in two different provinces, 20 years apart, as a student I've been taught to always keep on hand on the throttle. Current instructor said: in case of fire; in case of handsy passengers. I asked, "just in training, for for the rest of my flying days?" Always, he said.
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Cat Driver
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" Cat I assume you are referencing cessna style throttles correct? "
Yes BTD, as it is the most common throttle used in light aircraft.
Pedestal or over head mounted throttle systems give more stable movement control due to the leverage offset physics in those designs compared to the push pull flex cable set up in most small trainers.
Cat
Yes BTD, as it is the most common throttle used in light aircraft.
Pedestal or over head mounted throttle systems give more stable movement control due to the leverage offset physics in those designs compared to the push pull flex cable set up in most small trainers.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Toronto Guy,
In case of engine fire or something....the first thing I am going for and the first thing a good portion of POHs say to do is to switch off the Fuel Shut off valve, then generally mixture, ignition, cabin heat off, vents close till the fire is out, and somewhere often towards the middle or end, open the throttle. Plus whatever else the POH says to do.
I realize that this is a very broad and general statement. But I think for a good portion of light aircraft in case of fire the first step is mixture/fuel shut off. Meaning you would have to move your hand anyway.
For the handsy passenger if that was the case I would have my hand on the mixture. Its closer to them. Its red so more tempting (maybe younger people) and has larger consiquences if pulled.
But this was the point of my original post to get other ideas and have a discussion about it. Without it turning into 90% of the other posts on this site. Thanks TG and Cat for good discussion.
In case of engine fire or something....the first thing I am going for and the first thing a good portion of POHs say to do is to switch off the Fuel Shut off valve, then generally mixture, ignition, cabin heat off, vents close till the fire is out, and somewhere often towards the middle or end, open the throttle. Plus whatever else the POH says to do.
I realize that this is a very broad and general statement. But I think for a good portion of light aircraft in case of fire the first step is mixture/fuel shut off. Meaning you would have to move your hand anyway.
For the handsy passenger if that was the case I would have my hand on the mixture. Its closer to them. Its red so more tempting (maybe younger people) and has larger consiquences if pulled.
But this was the point of my original post to get other ideas and have a discussion about it. Without it turning into 90% of the other posts on this site. Thanks TG and Cat for good discussion.
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TorontoGuy
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No sweat. I'm just relaying what my instructor instructed.BTD wrote:Toronto Guy,
In case of engine fire or something....the first thing I am going for and the first thing a good portion of POHs say to do is to switch off the Fuel Shut off valve, then generally mixture, ignition, cabin heat off, vents close till the fire is out, and somewhere often towards the middle or end, open the throttle. Plus whatever else the POH says to do.
I realize that this is a very broad and general statement. But I think for a good portion of light aircraft in case of fire the first step is mixture/fuel shut off. Meaning you would have to move your hand anyway.
For the handsy passenger if that was the case I would have my hand on the mixture. Its closer to them. Its red so more tempting (maybe younger people) and has larger consiquences if pulled.
But this was the point of my original post to get other ideas and have a discussion about it. Without it turning into 90% of the other posts on this site. Thanks TG and Cat for good discussion.
Was taught to drive a power boat the same way. One hand always on the throttle.
Meanwhile, re another part of your post, I do indeed notice throttle creep in the 172 sometimes. As much as 100 RPM, usually upwards.
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Cat Driver
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" do indeed notice throttle creep in the 172 sometimes. As much as 100 RPM, usually upwards "
Will the tension adjustment not lock the throttle in place?
If not snag it as that is a maintenance issue.
cat
Will the tension adjustment not lock the throttle in place?
If not snag it as that is a maintenance issue.
cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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TorontoGuy
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No tension adjustment on the throttle. 1986 c-172. There is on the mixture, tho.Cat Driver wrote:" do indeed notice throttle creep in the 172 sometimes. As much as 100 RPM, usually upwards "
Will the tension adjustment not lock the throttle in place?
If not snag it as that is a maintenance issue.
cat
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AntiNakedMan
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With regards to the one hand on the throttle thinger; I've only been taught to do that during landing or takeoff, where it is critical... otherwise set it and watch it because your hand gets bored sitting there on a 4hour x-country....
"It's not the size of the hammer, it's how you nail" - Kanga
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monkeyspankmasterflex
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I teach to fly with one hand on your balls. It allows you to relax and keep a clear mind. I encourage my students to use the same technique. If I know I'll be flying with a female student I'll usually bring a couple of grapes in a ziplock bag. Flying isn't about airspeeds and aimpoints, it's about the subconscience and inner peace.
Hey Cat, I agree with you about keeping your index finger on the tension adjustment. No one ever showed me that, I guess I just picked it up along the way. But I recommend it to everyone. It's way easier to make fine throttle adjustments that way.
I prefer to keep my hand on the throttle during taxi, take off, initial climb out, approach and landing. Basically any time you may need to make a quick adjustment to the throttle, it's better if your hand is already there. That's my $0.02.
I prefer to keep my hand on the throttle during taxi, take off, initial climb out, approach and landing. Basically any time you may need to make a quick adjustment to the throttle, it's better if your hand is already there. That's my $0.02.
"Yeah. There is a problem. You...because you're dangerous. You're dangerous and foolish - and that makes you dangerous! Now, let's cut the...crap. We've got a plane to fly. Let's try to be on time, okay?"
~Val Kilmer, Saturday Night Live
~Val Kilmer, Saturday Night Live
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Cat Driver
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" Hey Cat, I agree with you about keeping your index finger on the tension adjustment. No one ever showed me that, I guess I just picked it up along the way. "
Weird, realy weird that such a basic simple thing as that is not part of every instructors fine tuning of students actions...
...anyhow you at least were bright enough to figure it out on your own..so good work.
Cat
Weird, realy weird that such a basic simple thing as that is not part of every instructors fine tuning of students actions...
...anyhow you at least were bright enough to figure it out on your own..so good work.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Agreed.AntiNakedMan wrote:With regards to the one hand on the throttle thinger; I've only been taught to do that during landing or takeoff, where it is critical... otherwise set it and watch it because your hand gets bored sitting there on a 4hour x-country....
And as for your passenger touching the controls, if you hand is sitting on the throttle then it's more difficult to hit them
One thing I note.. First thing I'll go for is the carb heat before the engine cools too much to melt the carb ice that could be causing the engine to run rough or ultamately be starved of fuel. Dont forget, its the engine that makes carb heat work, and with no engine running, that exhaust stack can get cold mighty fast. My couple centsBTD wrote:Toronto Guy,
I realize that this is a very broad and general statement. But I think for a good portion of light aircraft in case of fire the first step is mixture/fuel shut off. Meaning you would have to move your hand anyway.
FlyYukon
I think you will find that the engine fire will keep the engine and its components toasty warmFlyYukon wrote:One thing I note.. First thing I'll go for is the carb heat before the engine cools too much to melt the carb ice that could be causing the engine to run rough or ultamately be starved of fuel. Dont forget, its the engine that makes carb heat work, and with no engine running, that exhaust stack can get cold mighty fast. My couple centsBTD wrote:Toronto Guy,
I realize that this is a very broad and general statement. But I think for a good portion of light aircraft in case of fire the first step is mixture/fuel shut off. Meaning you would have to move your hand anyway.
FlyYukon
..unless i'm missing something?
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TorontoGuy
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