I wrote these down many, many years (last century, actually) and feel bad for not sharing them, because they're so damn good. They were literally in the wrong file format, WordPerfect, so had to translate them. Thought I'd throw them out there for our young lads and lasses to use or ignore. Feel free to take issue with all of them.
Background, E2 guy, then T2 instructor. Squadron and then Training LSO. Did the hummer pipeline back when you did Buckeyes first, then went to Corpus Christi. We did the full CNATRA CQ in one day back then (4 T&G, 10 traps) which made for a long ass day, by the way.
First Rec...
It Puts the Smudge on the Ball (and Doesn't Move It)
A lot of students tend to chase the amber doughnut with their nose, for obvious reasons (it does make it appear randomly). This drill was to reinforce that idea that Power + Attitude = Performance (is that still a thing in training?) I would get the stud set up long in the groove, on speed and on glideslope, and have him take his greasy unwashed glove and make a little smudge on the windscreen over the FLOLS, then give him the aircraft and tell him to just keep the smudge on the FLOLS, using only his power to control glideslope, and OBTW don't forget lineup. Forget AOA. In fact, I'd dim it so he couldn't see it. Just keep the smudge on the ball. I threatened to punch him/her in the back of the head so hard their significant other got contact CTE if they let it move.
Actually this was before CTE was a thing and we still enjoyed NFL greatest hits videos.
Usual first result was a ball sagging and then going completely off the top as they over corrected and leveled off at 300' AGL a few times, then the finesse started kicking in. It really helped with power awareness. Then they would bring the AOA back into the scan, and see how AOA might still move a bit, but it was all slow and fixable. Usually. Some guys just insisted on using the PCLs as on/off switches.
Once they had a properly calibrated smudge, it would work in the pattern all day. The smudge varied a little based on the day's winds, etc., so it required some minor thinking. The big thing was developing an awareness of using the sight picture out the windscreen as the attitude instrument, and the AOA as the performance instrument.
This was really obvious from the back seat of the Buckeye, with the long snout and distance to the smudge making small pitch movements pop out, so I would demo this at the end of a BI or RI flight to get the idea into their awareness.
IMHO, YMMV, etc.
Background, E2 guy, then T2 instructor. Squadron and then Training LSO. Did the hummer pipeline back when you did Buckeyes first, then went to Corpus Christi. We did the full CNATRA CQ in one day back then (4 T&G, 10 traps) which made for a long ass day, by the way.
First Rec...
It Puts the Smudge on the Ball (and Doesn't Move It)
A lot of students tend to chase the amber doughnut with their nose, for obvious reasons (it does make it appear randomly). This drill was to reinforce that idea that Power + Attitude = Performance (is that still a thing in training?) I would get the stud set up long in the groove, on speed and on glideslope, and have him take his greasy unwashed glove and make a little smudge on the windscreen over the FLOLS, then give him the aircraft and tell him to just keep the smudge on the FLOLS, using only his power to control glideslope, and OBTW don't forget lineup. Forget AOA. In fact, I'd dim it so he couldn't see it. Just keep the smudge on the ball. I threatened to punch him/her in the back of the head so hard their significant other got contact CTE if they let it move.
Actually this was before CTE was a thing and we still enjoyed NFL greatest hits videos.
Usual first result was a ball sagging and then going completely off the top as they over corrected and leveled off at 300' AGL a few times, then the finesse started kicking in. It really helped with power awareness. Then they would bring the AOA back into the scan, and see how AOA might still move a bit, but it was all slow and fixable. Usually. Some guys just insisted on using the PCLs as on/off switches.
Once they had a properly calibrated smudge, it would work in the pattern all day. The smudge varied a little based on the day's winds, etc., so it required some minor thinking. The big thing was developing an awareness of using the sight picture out the windscreen as the attitude instrument, and the AOA as the performance instrument.
This was really obvious from the back seat of the Buckeye, with the long snout and distance to the smudge making small pitch movements pop out, so I would demo this at the end of a BI or RI flight to get the idea into their awareness.
IMHO, YMMV, etc.
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