Did you get it up this weekend ?
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Did you get it up this weekend ?
Great weather in the North West of England this weekend. I took the opportunity to go fo a little trip (50 miles) to and from my home base. This is the first time since Xmas I've been able to do anything other then circuits. Anyway had a great flight followed by the worst approach I have every made (and the conditions were perfect!) How did the rest of you get on ?
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Viz was appalling so my trip was abandoned. Could have done some circuits I guess but that's all I did last time and I really wanted to go somewhere, so fingers crossed for this Sunday instead....
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It was blowing a bloody gale at our place on Sunday so I took the oppotunity to do some much needed maintainance, drink tea and er.. chat - it's looking better today though - sod it I going flying!
Kingy
Kingy
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I went up on Sunday. I had a look at Thurleigh and Alconbury, both disused airfields. Both are quite interesting places to look at with allot of history behind them too. I then went back to the home airfield and had fun landing with the crosswind (~25 knots I seem to remember).
ASI
ASI
Why do it if it's not fun?
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Flew twice yesterday - a total of another 1:20 towards my Flying Instructor rating. It was bl00dy windy - but straight down the runway - a little interesting on landing, but no real problem. Sounds like I was lucky, if others had to cancel flights.
First flight, my instructor taught me Effects of Controls part 2. No real problem, except that I wasn't convinced by the way he demonstrated how to stop the pitch when changing flap settings. A quick discussion about different techniques, and we agreed that it didn't really make much difference whether you use my method or his method, as long as the student gets the point. Back to the airfield, and I stopped being a "student" and took the controls for the approach and landing. The first time I've managed a semi-reasonable landing from the right hand seat, so I was happy, especially given the conditions.
Second flight was Straight and Level 1. Interesting to realise how difficult it is to do to this when the horizon is anything other than perfectly clear. We all develop the ability to fly in hazy conditions by looking at all the clues we have as well as the horizon, but yesterday I was forced to remember that students in the very early stages of their PPL can't do this. Very interesting. Also had a chat with my instructor about why I seem to be incapable of taking off from the right-hand seat, which we think is because the ASI is so far away from me that I need to consciously look at it to determine when to rotate, which I hadn't been doing.
Next weekend, weather permitting, I'll be taught Straight and Level 2. And then it'll be my turn to give my instructor a lesson. I have a choice of Effects of Controls 1, Effects of Controls 2 or Straight and Level 1. I think I'll teach him Effects of Controls 2 first - that seems like the easiest of the three.
FFF
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First flight, my instructor taught me Effects of Controls part 2. No real problem, except that I wasn't convinced by the way he demonstrated how to stop the pitch when changing flap settings. A quick discussion about different techniques, and we agreed that it didn't really make much difference whether you use my method or his method, as long as the student gets the point. Back to the airfield, and I stopped being a "student" and took the controls for the approach and landing. The first time I've managed a semi-reasonable landing from the right hand seat, so I was happy, especially given the conditions.
Second flight was Straight and Level 1. Interesting to realise how difficult it is to do to this when the horizon is anything other than perfectly clear. We all develop the ability to fly in hazy conditions by looking at all the clues we have as well as the horizon, but yesterday I was forced to remember that students in the very early stages of their PPL can't do this. Very interesting. Also had a chat with my instructor about why I seem to be incapable of taking off from the right-hand seat, which we think is because the ASI is so far away from me that I need to consciously look at it to determine when to rotate, which I hadn't been doing.
Next weekend, weather permitting, I'll be taught Straight and Level 2. And then it'll be my turn to give my instructor a lesson. I have a choice of Effects of Controls 1, Effects of Controls 2 or Straight and Level 1. I think I'll teach him Effects of Controls 2 first - that seems like the easiest of the three.
FFF
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I seem to be incapable of taking off from the right-hand seat, which we think is because the ASI is so far away from me that I need to consciously look at it to determine when to rotate, which I hadn't been doing.
I thought it was only Big Aeroplanes that had rotate speeds. My technique in singles is an early check in the take off run that the ASI is alive and increasing, then it's eyes out the window and when she's ready to fly, off she comes (at Barton, it's usually a launch off one of the bigger bumps that hurls you into the luft
)
SSD
I thought it was only Big Aeroplanes that had rotate speeds. My technique in singles is an early check in the take off run that the ASI is alive and increasing, then it's eyes out the window and when she's ready to fly, off she comes (at Barton, it's usually a launch off one of the bigger bumps that hurls you into the luft
)SSD
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Took the Yak from Southend to North Weald on Saturday. Very murky, so couldn't get above 1500 feet all the way. And the gliders were operating from NW, which made things even more interesting.
We were hoping the clag would burn off, but coming back it was even worse. At least the wind was down the runway.
So much for the forecast and TAFs again!
Of course today there's a lovely blue sky, now that I'm stuck in an office in Fleet Street.
RD
We were hoping the clag would burn off, but coming back it was even worse. At least the wind was down the runway.
So much for the forecast and TAFs again!
Of course today there's a lovely blue sky, now that I'm stuck in an office in Fleet Street.
RD
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I got up for an hour yesterday and within 20mins wished I hadn't!
Was doing some VOR work with my instructor and the combination of brief head down visits to the map and turbulance gave me my first dose of air sickness since I started training over a year ago
The landing was a bit interesting too.. 20kt+ crosswind with strong gusts, at almost 90 degrees to the runway meant that my instructor had a bit of a wrestling match to get us back on the ground after I gave up at around 500ft with what seemed like no more rudder left to keep the nose pointing even vaguely down the runway
Was doing some VOR work with my instructor and the combination of brief head down visits to the map and turbulance gave me my first dose of air sickness since I started training over a year ago
The landing was a bit interesting too.. 20kt+ crosswind with strong gusts, at almost 90 degrees to the runway meant that my instructor had a bit of a wrestling match to get us back on the ground after I gave up at around 500ft with what seemed like no more rudder left to keep the nose pointing even vaguely down the runway
Why do it if it's not fun?
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I thought it was only Big Aeroplanes that had rotate speeds. My technique in singles is an early check in the take off run that the ASI is alive and increasing, then it's eyes out the window and when she's ready to fly
In the aircraft that I've flown, I've tended to use your technique of feeling when she's ready to fly in tail-draggers, but a positive rotation at a set speed in tricycles. My instructor believes that the PA28 needs to be positively rotated, more than many other tricycles even - but, despite having done my PPL on the PA28, the fact that I haven't flown them extensively for quite a while means that subconciously I'm falling back on my tail-wheel experience when I can't see the ASI, and feeling when to rotate - and as a result I always try to lift the nose too early and loose a bit of control. Not sure if he's right or not - but I'll try looking over to the ASI next time, and we'll see!
FFF
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Northern Monkey
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Stuck by poo weather again
Yesterday, I was hoping to complete a dual QXC, so that next saturdaym i could do the same route solo....
however, the weather gods thought differently, and vented their wrath with 30kt gusts at exactly 90 degrees to east midlands runway, interspersed by brief flurries of snow, so i sat round drinking coffee, until i pickled my liver with caffine, then went back home to start packing for my house move in 2 weeks. all in all, a fairly dismal weekend.
NB
Yesterday, I was hoping to complete a dual QXC, so that next saturdaym i could do the same route solo....
however, the weather gods thought differently, and vented their wrath with 30kt gusts at exactly 90 degrees to east midlands runway, interspersed by brief flurries of snow, so i sat round drinking coffee, until i pickled my liver with caffine, then went back home to start packing for my house move in 2 weeks. all in all, a fairly dismal weekend.
NB
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I flew from White Waltham to Duxford on Saturday. Took forever to get there but nice and quick coming back. The weather was pretty marginal - in and out of cloud anywhere above 2000ft and the visibility below that was pretty ropey too. I was almost overhead Duxford by the time I spotted it.
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Shaggy Sheep Driver,
You don't use a specific rotate speed at Barton because it is a soft field and you want to get airbourne at the lowest practical speed to save the landing gear (and the grass).
This is lower than the specified rotate speed for the aircraft but only provides sufficient lift whilst in ground effect. That is why you level off a bit to accelerate to the normal climbout speed before climbing higher.
FFF,
Don't worry about the flying from the right, after about 5 hours you will find it hard flying from the otherside. For example, one of the instructors at the school I work at was giving a trial flight and thought that that something didn't feel right but couldn't put his finger on it until he realised he had sat in the left hand seat
You don't use a specific rotate speed at Barton because it is a soft field and you want to get airbourne at the lowest practical speed to save the landing gear (and the grass).
This is lower than the specified rotate speed for the aircraft but only provides sufficient lift whilst in ground effect. That is why you level off a bit to accelerate to the normal climbout speed before climbing higher.
FFF,
Don't worry about the flying from the right, after about 5 hours you will find it hard flying from the otherside. For example, one of the instructors at the school I work at was giving a trial flight and thought that that something didn't feel right but couldn't put his finger on it until he realised he had sat in the left hand seat
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FIS
I don't only fly from Barton (which isn't always soft, but is always bumpy
) but regularly visit hard runways. For many years I used to fly a Manchester-based 172, and did para dropping off a hard runway. I've never used a 'rotate speed' in a light single. I have many types in my P1 column as well, taildraggers and trikes, and though I have little experience of the PA28 I don't remember it being that different.
Maybe I've been doing it wrong all these years "Airspeed building both sides (or front and back, as appropriate). 60 knots. 100. V1. Rotate. Positive rate. Gear up". Nah. Not even in the Yak
SSD
I don't only fly from Barton (which isn't always soft, but is always bumpy
) but regularly visit hard runways. For many years I used to fly a Manchester-based 172, and did para dropping off a hard runway. I've never used a 'rotate speed' in a light single. I have many types in my P1 column as well, taildraggers and trikes, and though I have little experience of the PA28 I don't remember it being that different.Maybe I've been doing it wrong all these years
"Airspeed building both sides (or front and back, as appropriate). 60 knots. 100. V1. Rotate. Positive rate. Gear up". Nah. Not even in the Yak SSD
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To answer the question directly......Yes.....
Oh, you meant did I fly in an aeroplane......errr.....no.
Got back from work and the weather was Cr*p here all weekend, rain & no viz, very low cloud/mist. Then today it cleared up this afternoon and was sunny but with a howling & blustery wind, so no go. With any luck it will die down tonight and I will get off the ground tomorrow.
Regards, SD.
Oh, you meant did I fly in an aeroplane......errr.....no.
Got back from work and the weather was Cr*p here all weekend, rain & no viz, very low cloud/mist. Then today it cleared up this afternoon and was sunny but with a howling & blustery wind, so no go. With any luck it will die down tonight and I will get off the ground tomorrow.
Regards, SD.
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Forty gorgeous minutes of climbing and descending over the sunny jewel of the Irish Sea.
Busy too (comparatively), I was number 2 to land!
Nice 20+ knot cross wind on my 4th lesson.......instructor thought it best he drove from the base leg in!
I am loving this, wish I'd had the courage of my convictions 25 years ago and told the RAF that it didn't matter how many fingers you had, if you had the determination.......
Back to the Air Law books now.......
Busy too (comparatively), I was number 2 to land!
Nice 20+ knot cross wind on my 4th lesson.......instructor thought it best he drove from the base leg in!
I am loving this, wish I'd had the courage of my convictions 25 years ago and told the RAF that it didn't matter how many fingers you had, if you had the determination.......
Back to the Air Law books now.......
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Sure did
Flew from Glos to Oban, got to be the most freindly airfield in the UK!!!
Short final " land at your discretion runway 19 the kettles on"
then flew to Mull (grass strip) where you park up and the Glenforsa Hotel is 20 metres from the airfield. Opening in Easter for full trade well worth heading back that way.
Then back to Oban for fuel and back to Glos.
A superb time and lovely views
Flew from Glos to Oban, got to be the most freindly airfield in the UK!!!
Short final " land at your discretion runway 19 the kettles on"
then flew to Mull (grass strip) where you park up and the Glenforsa Hotel is 20 metres from the airfield. Opening in Easter for full trade well worth heading back that way.
Then back to Oban for fuel and back to Glos.
A superb time and lovely views
Last edited by cblinton@blueyonder.; 24th Feb 2004 at 02:47.
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Got a call from the instructor saying that if I was happy with 30kts across the runway then I was on.
Shortly after that the clouds lowered and about ten tiny snowflakes fell, oo eerrr.
Turned up to find clearer skies than earlier. Half froze doing the check out.
Took off and flew around a bit, no longer scared because I was wearing foggles and couldn't see a thing. Let the guy who can see worry I reckon.
Tried to land in my first crosswind for over a year and had to hand over control because I really felt like a cork in the ocean. Instructor then said "Just bit of rudder to straighten" and pulled off a greaser.
Maybe I'll get it right next time.
Shortly after that the clouds lowered and about ten tiny snowflakes fell, oo eerrr.
Turned up to find clearer skies than earlier. Half froze doing the check out.
Took off and flew around a bit, no longer scared because I was wearing foggles and couldn't see a thing. Let the guy who can see worry I reckon.
Tried to land in my first crosswind for over a year and had to hand over control because I really felt like a cork in the ocean. Instructor then said "Just bit of rudder to straighten" and pulled off a greaser.
Maybe I'll get it right next time.