From Zero to Forty Five - my PPL Diary
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Nice diary, Mazzy, keep up the good work
You said at the start that you had 10-15 hours on the Bulldog and some glider experience - do you think that has helped you? Oh and did you get to solo the Bulldog?
Anyway, you seem to have got off to an excellent start.
- Michael
You said at the start that you had 10-15 hours on the Bulldog and some glider experience - do you think that has helped you? Oh and did you get to solo the Bulldog?
Anyway, you seem to have got off to an excellent start.
- Michael
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I too had my Class II medical recently. Didn't have to wear any red goggles (!) but had a lovely stick with text on it held against my forehead...with the text being slid back and forth...! ECG was a LOT quicker than I thought as well. Funny you had to wait for your certificate - I asked when I could expect mine at the end of the session (less than an hour) and he signed his name a few times and gave me it there and then!
Quite enjoyable all told. There were even some ego-boosting phrases: "That's a low heart rate and BP, do you run?"
V1R
Quite enjoyable all told. There were even some ego-boosting phrases: "That's a low heart rate and BP, do you run?"
V1R
Spicy Meatball
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Unfortunately I never got to solo the Bulldog as it was only AEF flying. Having done these hours as a cadet was definately a great help towards the PPL for a few reasons. Mainly, it helped me realise that I do actually love flying, because some people say they love it, but until they have tried it they would never know. It also helped me because each flight was more than just drilling holes in the sky. We learned all about basic handling, even performed take off's and landings. Aero's were cool too, learning how to do them was excellent.
With regards to the medical, I had to wait until I got the optometrist to sign the form (it was something which the CAA legally required) so once I had this done and the AME had it, he issued the cert.
Thanks all
Lee
With regards to the medical, I had to wait until I got the optometrist to sign the form (it was something which the CAA legally required) so once I had this done and the AME had it, he issued the cert.
Thanks all
Lee
Spicy Meatball
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Hour 5
Today was the first time I thought that the lesson would be cancelled. The cloud was quite low and there was a presence of mist. I got up and drove to the airfield anyway, a little gutted that we might not be flying, knowing that we could do the detailed walk-around anyway if we couldn’t fly. However, when I got there it was decided that we could do some instrument work, making the most of the weather conditions in the most positive way. My instructor is very passionate about flying; he doesn’t like having to cancel a flight and loves to be able to get airborne too, which is great.
So we took off and this time flew south instead of north, due to the weather conditions they were slightly better around Chester. Once we were set up he went through the instruments in more detail and shown me how to do the radial scan (how sad is this; I remember this from reading the MS Flight Sim 2004 ground school and know what he means by radial scan)! I know a PPL cant fly through cloud, but the use of the instruments is in the syllabus and is still a very important part of flying, so getting used to them at this stage was very satisfying for me, I don’t find them a rocket science at all and with a little practice I was flying straight and level, climbing and descending (cruise), turns whilst climbing etc. We then went through the different bank angles and those which best to use during different attitudes of flight, for example no more the 20 degrees of bank in a descending turn etc. Each of the top white lines on the attitude indicator being 10 degrees of bank. I didn’t find this too difficult, and before long I was performing these manoeuvres using the instruments and instruments alone.
I find that as my lessons progress I get more used to the use of the throttle. People may be thinking “How hard can it be?” but the movement of around 3mm of the throttle can be the difference in 5 kts airspeed and can effect straight and level flight etc. I have been using around 2250 rpm to maintain 90kts straight and level cruise. On different days it has to be more, sometimes less. This is an experience thing, and something that can only be mastered with years of use, and I will take a guess in saying that it is the same on most aircraft. This is all IMHO of course, I only have 5 hours!
Today was good in terms of wind, being that there was none at all. It is amazing at how the landing is effected by a small breeze. Once I had the aircraft in trim and on the correct approach, it basically flew itself to the runway, which is physics for you. I find that upon flare, reducing the power to idle, it is a natural reaction to let the nose hit the ground, but I have to maintain back pressure for quite some time (were talking 3-5 seconds) to let the plane sink onto the runway nicely, and not let it go down too quick, which would damage the nose wheel, amongst other possible things.
Another good thing now that I have done it a few times is the walk around. My instructor lets me go onto the apron and do the walk around by myself, with the fuel drainer and all (I must sound like a kid) and perform the entire checklist. Starting at the left side, checking the avionics are off, master on, landing/strobe lights on, check, pitot heat, fuel vent, stall warning, control surfaces, undercarriage, tires, master off and it goes on! This is a great feeling as it is the first insight into some kind of responsibility towards the flight, and the fact that my instructor has faith in me, which is a good confidence builder. Don’t worry, the instructor still checks over things and once we are in the cockpit he can let me do all the checks and start-up etc, because he is there!
In summary today was a strain on the brain from a normal VFR lesson. Scanning each of the 6 main instruments can take it out of you, especially holding a turn or an approach. Speaking of approach, I got the first insight into the ADF, which seems basic enough, however, I did notice that it was important to obtain a specific heading from the ADF, then follow that, rather that the ADF needle, otherwise, as you pass the beacon the needle turns and I can imagine you would eventually start flying spirals! It was great also because after the flight, me and another chap (new PPL student) went out together and done the detailed walk through with the instructor, so learned a fair bit today.
Very much looking forward to tomorrow, which is exercise 9 (which should have been today) so will update again tomorrow afternoon. I would also like to thank you lot for keeping up with my diary and for continuing to read it, and hope you are still liking it. Without you following it, it would be pointless in doing it, CHEERS!
Lee.
So we took off and this time flew south instead of north, due to the weather conditions they were slightly better around Chester. Once we were set up he went through the instruments in more detail and shown me how to do the radial scan (how sad is this; I remember this from reading the MS Flight Sim 2004 ground school and know what he means by radial scan)! I know a PPL cant fly through cloud, but the use of the instruments is in the syllabus and is still a very important part of flying, so getting used to them at this stage was very satisfying for me, I don’t find them a rocket science at all and with a little practice I was flying straight and level, climbing and descending (cruise), turns whilst climbing etc. We then went through the different bank angles and those which best to use during different attitudes of flight, for example no more the 20 degrees of bank in a descending turn etc. Each of the top white lines on the attitude indicator being 10 degrees of bank. I didn’t find this too difficult, and before long I was performing these manoeuvres using the instruments and instruments alone.
I find that as my lessons progress I get more used to the use of the throttle. People may be thinking “How hard can it be?” but the movement of around 3mm of the throttle can be the difference in 5 kts airspeed and can effect straight and level flight etc. I have been using around 2250 rpm to maintain 90kts straight and level cruise. On different days it has to be more, sometimes less. This is an experience thing, and something that can only be mastered with years of use, and I will take a guess in saying that it is the same on most aircraft. This is all IMHO of course, I only have 5 hours!
Today was good in terms of wind, being that there was none at all. It is amazing at how the landing is effected by a small breeze. Once I had the aircraft in trim and on the correct approach, it basically flew itself to the runway, which is physics for you. I find that upon flare, reducing the power to idle, it is a natural reaction to let the nose hit the ground, but I have to maintain back pressure for quite some time (were talking 3-5 seconds) to let the plane sink onto the runway nicely, and not let it go down too quick, which would damage the nose wheel, amongst other possible things.
Another good thing now that I have done it a few times is the walk around. My instructor lets me go onto the apron and do the walk around by myself, with the fuel drainer and all (I must sound like a kid) and perform the entire checklist. Starting at the left side, checking the avionics are off, master on, landing/strobe lights on, check, pitot heat, fuel vent, stall warning, control surfaces, undercarriage, tires, master off and it goes on! This is a great feeling as it is the first insight into some kind of responsibility towards the flight, and the fact that my instructor has faith in me, which is a good confidence builder. Don’t worry, the instructor still checks over things and once we are in the cockpit he can let me do all the checks and start-up etc, because he is there!
In summary today was a strain on the brain from a normal VFR lesson. Scanning each of the 6 main instruments can take it out of you, especially holding a turn or an approach. Speaking of approach, I got the first insight into the ADF, which seems basic enough, however, I did notice that it was important to obtain a specific heading from the ADF, then follow that, rather that the ADF needle, otherwise, as you pass the beacon the needle turns and I can imagine you would eventually start flying spirals! It was great also because after the flight, me and another chap (new PPL student) went out together and done the detailed walk through with the instructor, so learned a fair bit today.
Very much looking forward to tomorrow, which is exercise 9 (which should have been today) so will update again tomorrow afternoon. I would also like to thank you lot for keeping up with my diary and for continuing to read it, and hope you are still liking it. Without you following it, it would be pointless in doing it, CHEERS!
Lee.
Spicy Meatball
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Hour 6
Hour 6 was a revision lesson, as there was too much mist in the area for ex9. We tried climbing above it, but as my lesson was at 1200 rather than the usual 0900, it was too high to rise above. So we done some more instrument work, climbs and descents, to brush up on previous lesson. I used the radios a fair bit today, giving position reports, approach requests etc. One thing that we heard over the radio from Liverpool tower to another aircraft after take off:
"you have a tail knot ten wind"
Poor guy got his words mixed up, which was quite funny at the time
So this lesson was simply marked as 'Rev' in the logbook, which is good as it helps me retain the skills I have learned in previous lessons and not let them fade out. One problem I had today was that on the landing, I reduced power to idle too quick, i rotated and should have waited a little longer before cutting power. It's funny because it seems that you are going to touchdown when really you still have a fair way to go!
Hopefully I will get airborne tomorrow, but due to forecast rain it may be unlikely
Until then!
Lee
"you have a tail knot ten wind"
Poor guy got his words mixed up, which was quite funny at the time
So this lesson was simply marked as 'Rev' in the logbook, which is good as it helps me retain the skills I have learned in previous lessons and not let them fade out. One problem I had today was that on the landing, I reduced power to idle too quick, i rotated and should have waited a little longer before cutting power. It's funny because it seems that you are going to touchdown when really you still have a fair way to go!
Hopefully I will get airborne tomorrow, but due to forecast rain it may be unlikely
Until then!
Lee
Spicy Meatball
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Hour 7
Today the mist that has been lingering around for a few weeks seemed to have finally buggered off, so we had a very good horizon to do turns. After a few more climbs and descents, my instructor begin to explain turns, explaining that a standard turn would involve a 30 degree bank (if not climbing or descending) and 15 degrees otherwise. I had read in the ex9 chapter, that because you are sat on the left, then you observe a different view out the cockpit when turning, because on a right turn you are higher, and on a left turn you are lower - the difference of the nose being above or below the horizon was actually quite significant, and without the use of the VSI or if you had no knowledge of the subject, then it would be very easy to gain/lose altitude in a turn.
I performed a few 360 degree turns at 30 degrees level, both left and right, then some more turns whilst climbing/descending, only using 15 degrees. The controls become much more sloppy at slower airspeeds, so it becomes more difficult to maintain a good attitude if the aircraft is not trimmed properly.
I was also shown how to perform the missed approach (not near the airfield). The procedure is to apply full power, pitch nose up to best angle climb (65kts), once level flight is obtained, reduce flap to stage 1, once 200 has passed, obatin best rate of climb at 70kts and resume. Seems pretty straight forward. My instructor actually had to perform one in the previous lesson to me, so maybe thats the reason why he shown me at this point.
Today we flew south over Cheshire instead of north - the weather was excellent with some beautiful cloud formations, very sunny indeed. I have made extensive use of the radios today, making most of the calls. The sky was very busy, at one point there was a kit helicopter at 200ft to our right, which wasnt even on the radio. Someone taxiing saw something hanging off one of the 737's about to take off, so that was delayed at the holding point whilst it was checked, lots of radio activity which is all good for learning. Landing was very smooth and I was quite pleased with the way it went, this time I held it a lot more before touching down, just letting the stall warner go off - very good feeling when it goes well
Got MET exam on Wednesday so will be reading for that. Next lesson is on Friday.
Have a nice week and safe flying,
Lee
p.s check out the Liverpool thread in the bashes forum in the misc section, been trying to get a few people together.
I performed a few 360 degree turns at 30 degrees level, both left and right, then some more turns whilst climbing/descending, only using 15 degrees. The controls become much more sloppy at slower airspeeds, so it becomes more difficult to maintain a good attitude if the aircraft is not trimmed properly.
I was also shown how to perform the missed approach (not near the airfield). The procedure is to apply full power, pitch nose up to best angle climb (65kts), once level flight is obtained, reduce flap to stage 1, once 200 has passed, obatin best rate of climb at 70kts and resume. Seems pretty straight forward. My instructor actually had to perform one in the previous lesson to me, so maybe thats the reason why he shown me at this point.
Today we flew south over Cheshire instead of north - the weather was excellent with some beautiful cloud formations, very sunny indeed. I have made extensive use of the radios today, making most of the calls. The sky was very busy, at one point there was a kit helicopter at 200ft to our right, which wasnt even on the radio. Someone taxiing saw something hanging off one of the 737's about to take off, so that was delayed at the holding point whilst it was checked, lots of radio activity which is all good for learning. Landing was very smooth and I was quite pleased with the way it went, this time I held it a lot more before touching down, just letting the stall warner go off - very good feeling when it goes well
Got MET exam on Wednesday so will be reading for that. Next lesson is on Friday.
Have a nice week and safe flying,
Lee
p.s check out the Liverpool thread in the bashes forum in the misc section, been trying to get a few people together.
I had a b*gger of a Saturday. 30kts of wind and rain with a twenty kt crosswind component.
So my intructor said it was time to learn crosswind landings. We postponed things for half an hour to let a particularly nasty squall go over, then I did a crosswind takeoff with ailerons held into wind until lift off.
The turbulence below three hundred feet was severe. I was flying the circuit with about twenty degrees of offset to compensate for drift.
Delayed descent on final because you are crawling along at 75 kts making maybe 35 over the ground.
Only 20 degrees flap, crab to keep the centreline and then right wing down and left rudder to hold centreline.
The aircraft was blown about like a leaf on final, big changes of power and attitude needed. After three tries including one partial success and two go arounds I gave it back to the instructor as I felt my confidence going.
After another demonstration I did two more and that was that. Not easy, but obviously its a necessary skill otherwise your flying is goign to be severely limited.
Four other idiots were doing the same thing in the circuit.
White knuckle dry mouth stuff at the moment.
So my intructor said it was time to learn crosswind landings. We postponed things for half an hour to let a particularly nasty squall go over, then I did a crosswind takeoff with ailerons held into wind until lift off.
The turbulence below three hundred feet was severe. I was flying the circuit with about twenty degrees of offset to compensate for drift.
Delayed descent on final because you are crawling along at 75 kts making maybe 35 over the ground.
Only 20 degrees flap, crab to keep the centreline and then right wing down and left rudder to hold centreline.
The aircraft was blown about like a leaf on final, big changes of power and attitude needed. After three tries including one partial success and two go arounds I gave it back to the instructor as I felt my confidence going.
After another demonstration I did two more and that was that. Not easy, but obviously its a necessary skill otherwise your flying is goign to be severely limited.
Four other idiots were doing the same thing in the circuit.
White knuckle dry mouth stuff at the moment.
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Sunfish,
If you're doing 75kts on final and only making 35kts on the ground, you've got a 40kts headwind. Coupled with a 20kts crosswind, I figure you've got about 45kts of wind blowing at you from 27degrees from dead ahead.
Was flying in a 45kts wind a good idea? What is the max demonstrated crosswind (by a highly experienced test pilot) in your aircraft?
Rgds,
TPK
If you're doing 75kts on final and only making 35kts on the ground, you've got a 40kts headwind. Coupled with a 20kts crosswind, I figure you've got about 45kts of wind blowing at you from 27degrees from dead ahead.
Was flying in a 45kts wind a good idea? What is the max demonstrated crosswind (by a highly experienced test pilot) in your aircraft?
Rgds,
TPK
Something like that at 1000 feet.. At ground level the tower gave us a crosswind component of 12 - 20 knots. Cessna 150's have a fifteen knot limit.
My instructor did it, I have to do it. CFI approves it and four other aircraft were doing it. The conditions were a little on the extreme side, that much was admitted, but 30 knot sea breezes are the norm in summer afternoons, so Iguess I juust better get good at it.
Better day today - no wind, steep turns, recovery from spiral dives, steep descending turns, then lunch and another hour of short takeoffs and landings, which went very well.
My instructor did it, I have to do it. CFI approves it and four other aircraft were doing it. The conditions were a little on the extreme side, that much was admitted, but 30 knot sea breezes are the norm in summer afternoons, so Iguess I juust better get good at it.
Better day today - no wind, steep turns, recovery from spiral dives, steep descending turns, then lunch and another hour of short takeoffs and landings, which went very well.
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Sunfish,
Whilst it absolutely is necessary to learn crosswind landings, please don't go getting yourself killed because "other people were doing it" or because "the CFI said so".
Happy flying!
TPK
Whilst it absolutely is necessary to learn crosswind landings, please don't go getting yourself killed because "other people were doing it" or because "the CFI said so".
Happy flying!
TPK
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I think this diary may help you retain your knowledge and skills better. When I first started learning, I did the same thing but privately and interestingly, my (initially pretty fast) progress slowed when I stopped doing it.
So keep it up.
Not that I'm thinking of myself at all here, you understand!
So keep it up.
Not that I'm thinking of myself at all here, you understand!
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Kinda OT...
During my trawls thru libraries, bookshops etc, I came across (for me anyway) a gem of a book called Flight Discipline by Tony Kern. Deals with ways to make your flying safer whether you are a single pilot PPL or an airline pilot... also things like how to deal with situations where you may feel pressure to fly unsafely, whether from other pilots or traffic/circumstances......
I found it to be quite good in giving tips for making your thought process re: checklists, remembering important things. Have not completed it by any means but it looks promising! (Even has review questions at the end of the chapter) If any of you have read it and can offer some thoughts, PM me, or if Mazzy/mods think it's relevant to this thread......
Back on topic - keep 'em coming, guys(girls?) I'm really liking this thread....
Sky
I found it to be quite good in giving tips for making your thought process re: checklists, remembering important things. Have not completed it by any means but it looks promising! (Even has review questions at the end of the chapter) If any of you have read it and can offer some thoughts, PM me, or if Mazzy/mods think it's relevant to this thread......
Back on topic - keep 'em coming, guys(girls?) I'm really liking this thread....
Sky
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I am really enjoying your PPL diary.
As someone who has 6 hours from 10 years ago I am restarting next month (only be 1 hr per month though!).
Its good to read how things are going. Half the battle is getting a decent instructor, which you have by the sounds of it.
As someone who has 6 hours from 10 years ago I am restarting next month (only be 1 hr per month though!).
Its good to read how things are going. Half the battle is getting a decent instructor, which you have by the sounds of it.
Spicy Meatball
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Hour 8
Today has been the best flight I have ever had. I am on a high at the moment after such a superb time. Just got back from the airfield and already looking forward to tomorrow’s lesson. Firstly, I just found out that I passed Met, got 80% and am well chuffed, I took the exam yesterday and I really was doubtful over the outcome, to have passed is great for me. The weather today is exceptional, very high visibility, plenty of great sunshine and some beautiful cloud formations, not causing any problem, with a reasonably high base. We flew out over the north, then on to Wigan, toward Manchester. We over flew the JJB stadium, then used the Bolton Reebok stadium as a turning point, back towards the east. As the visibility was good, the scenery was beautiful and I could distinctively see different towns and villages. I pointed out to my instructor that it is a lot easier to orientate yourself with the surroundings on such a clear day. I think I am slowly getting used to the local environment and finding it progressively easier to say where I am and put the aircraft where I want it.
Ok so onto the training. We got set up for slow flight then the controls were handed back to me, I had to maintain the slow flight attitude of around 70kts, 0 on the VSI, and use my left and right hand (throttle and controls) simultaneously to keep the aircraft in this state. The first couple of minutes I used to get used to the more sloppy controls, and once I had a grip on the state of the aircraft and its attitude, I was managing to hold it like this for quite some time. I am aware that I need to do 4 hours of slow flight (minimum) so this is a great way to build it up. Then onto a demonstrated stall, to get a taste of them and to prep for the next lesson. Now I have a cousin who is the CFI at an international airport, who told me to watch out for wing drops, as they are fun and great to perform. I didn’t read up on them at first as I like the element of surprise, but as I was coming to them eventually in the training, I covered them in flying training. So we set up for the stall, idle power, maintain nose level to reduce speed, pitch nose up to stall (the stall warning buzzer is going mental) and there we have it, a stall, felt by a quick zero G and a loss of about 250 feet, however, there was also a very impressive wing drop in there too, a sharp roll to the right as the wing lost it’s lift and were away. A quick recover with full power, nose level, rudder/aileron as required and we are back in straight and level flight. Nothing to it right (well there is more to it). Stall’s can be made at any airspeed and several different attitudes, and the purpose of this training is to learn what the aircraft feels like when it is APPROACHING a stall, so that you can recover form it BEFORE it happens, this is important as prevention is better than cure.
I must admit that performing the wing drop was intense fun and those reading who have not yet done one will, I am sure, love it too. It did put a smile on my face. However, I will only think these are fun if I induce one myself. If a wing drop was ever to occur without me forcing it, I guess that it would be pretty scary indeed and a quick reaction is needed.
We had a crosswind today too, which I was glad about because, as said in a previous entry, I always thought crosswinds would be difficult. I have to admit, I am enjoying my landings more and more every time, mostly because I am getting used to what to expect, and I love it when they go well, such a great feeling. The only thing is, I know that there isn’t a pilot in the world who doesn’t have the occasional rough landing, so when I have one, I will tell people so that I can learn from it and stay on the never ending aviation learning curve.
To summarise: if I were taking a friend on a jolly of the local area, with some included excitement, then today would be that flight. Absolutely fantastic and loving every minute.
Best regards
Lee
P.S a quick question – do you think I am doing the exams too quick? I am will generally be having one lesson per week through uni, which I will finish in May – I now have 18 months to pass the remainders. Thanks.
Ok so onto the training. We got set up for slow flight then the controls were handed back to me, I had to maintain the slow flight attitude of around 70kts, 0 on the VSI, and use my left and right hand (throttle and controls) simultaneously to keep the aircraft in this state. The first couple of minutes I used to get used to the more sloppy controls, and once I had a grip on the state of the aircraft and its attitude, I was managing to hold it like this for quite some time. I am aware that I need to do 4 hours of slow flight (minimum) so this is a great way to build it up. Then onto a demonstrated stall, to get a taste of them and to prep for the next lesson. Now I have a cousin who is the CFI at an international airport, who told me to watch out for wing drops, as they are fun and great to perform. I didn’t read up on them at first as I like the element of surprise, but as I was coming to them eventually in the training, I covered them in flying training. So we set up for the stall, idle power, maintain nose level to reduce speed, pitch nose up to stall (the stall warning buzzer is going mental) and there we have it, a stall, felt by a quick zero G and a loss of about 250 feet, however, there was also a very impressive wing drop in there too, a sharp roll to the right as the wing lost it’s lift and were away. A quick recover with full power, nose level, rudder/aileron as required and we are back in straight and level flight. Nothing to it right (well there is more to it). Stall’s can be made at any airspeed and several different attitudes, and the purpose of this training is to learn what the aircraft feels like when it is APPROACHING a stall, so that you can recover form it BEFORE it happens, this is important as prevention is better than cure.
I must admit that performing the wing drop was intense fun and those reading who have not yet done one will, I am sure, love it too. It did put a smile on my face. However, I will only think these are fun if I induce one myself. If a wing drop was ever to occur without me forcing it, I guess that it would be pretty scary indeed and a quick reaction is needed.
We had a crosswind today too, which I was glad about because, as said in a previous entry, I always thought crosswinds would be difficult. I have to admit, I am enjoying my landings more and more every time, mostly because I am getting used to what to expect, and I love it when they go well, such a great feeling. The only thing is, I know that there isn’t a pilot in the world who doesn’t have the occasional rough landing, so when I have one, I will tell people so that I can learn from it and stay on the never ending aviation learning curve.
To summarise: if I were taking a friend on a jolly of the local area, with some included excitement, then today would be that flight. Absolutely fantastic and loving every minute.
Best regards
Lee
P.S a quick question – do you think I am doing the exams too quick? I am will generally be having one lesson per week through uni, which I will finish in May – I now have 18 months to pass the remainders. Thanks.
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My advice is get the exams out of the way ASAP and enjoy the flying. This thread brings back some happy memories.
Not sure if anyone's mentioned this but if you haven't already, check-out First Light by Geoffrey Wellum, a (the?) first-rate flying diary. You'll see how little has changed in sixty years.
Not sure if anyone's mentioned this but if you haven't already, check-out First Light by Geoffrey Wellum, a (the?) first-rate flying diary. You'll see how little has changed in sixty years.
May I confess that I find this very useful.
I earn my living testing and approving new, usually light, aeroplanes. One of the main things such aeroplanes get used for is training - hearing about your trials and tribulations I find quite helpful in refreshing my mind about what is important in the characteristics of such aeroplanes.
Please don't stop.
G
I earn my living testing and approving new, usually light, aeroplanes. One of the main things such aeroplanes get used for is training - hearing about your trials and tribulations I find quite helpful in refreshing my mind about what is important in the characteristics of such aeroplanes.
Please don't stop.
G
Spicy Meatball
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Hour 9
Had a corker of a hangover this morning, you know when you go out and say to yourself “right I’ll only have a couple then stop, or I’ll regret it tomorrow”. Well I said that and it didn’t work. Any hows, getting back to my diary.
This lesson was an extension to the previous one, and I am building up slow flight time nicely. We done some more stalls, and learned different methods of recovery, like nose down, reach 60kts and no power, then the same but with power. On one of the recovery procedures, I shot the control column forward too fast and the aircraft leapt forward (great who needs a diet when you can lose 10 stone in 2 seconds?), the problem I was having was that because an immense amount of back pressure is required to keep the nose up attitude, there is always a constant pressure forwards, so when recovering, you don’t need to apply too much forward pressure, you simply control the natural force of the controls wanting to go forward, in a controlled manner. So onto full power, 60kts, wings level, back into the climb.
One thing that was more difficult to overcome was the fact that the yolk has to remain centred as much as possible, as not to induce too much angle of attack on one wing – so even if there is a slight roll as a result of the stall, I still have to keep the controls centred as much as possible – I recall from the flying training manual that roll can actually occur in the opposite direction to that of the controls in a stall attitude. One thing also today that we covered, was a spiral descent – fantastic manoeuvre to say the least. This involves banking to a high bank angle (at first I was thinking, surely this type of aircraft cant handle a bank this big) and letting the nose drop, then, to stop the nose dropping, applying back pressure – this makes the airspeed SOAR away bloody quick, I couldn’t believe how fast that needle shot round the dial – so as demonstrated, the power comes off, wings go level, nose up, power back on. I also performed it without removing the power, simply by rolling the wings level before pitching up, then straight into a climb to knock the airspeed off. I don’t know about any of you people, it may kind sound of sad, but I love a good high G feeling, its truly amazing.
I have started to develop my own external checks. The order of my checks roughly goes as follows (I wont include everything here for obvious reasons): firstly, master on with anti collision lights, pitot heat and landing light. Then outside to check these work, as well as the stall warning buzzer. Once happy, master off then to carry on with the rest of the checks. I use the fuel drainer to check the fuel etc and that from the engine, also looking into the tanks. Then I move onto the engine, looking under both cowlings. After this, I then go onto the surfaces, control surfaces, flaps, undercarriage etc. I find that doing it this way is better as it helps me to remember them in a more logical way. The order in the checklist seems a bit odd. I know this is ok, as long as I don’t miss anything out (as my instructor rightly said) so I still carry the checklist with me, and go over every item to make sure I haven’t missed anything out.
I must confess that I got a little carried away today. I was still on a high from yesterday and I think I went through my internal checks a little quick. I missed the door latch and seemed to be racing ahead, missing a couple of things out like checking left and right magnetos. So after I settled down a little I was ok. Again, the RT is coming along nicely, one thing I am trying to remember is that I should only abbreviate my call sign once ATC has done so. It’s great as my instructor is allowing me, I’d say 90% of the radio usage – it just makes the lesson a lot more satisfying when it goes right. I’ve written down a couple of the major calls, like when first contacting tower/approach. Giving position reports and intentions – I read these to myself when I drive, each time changing words (i.e. for different locations etc) and it don’t half sink in quick – its great.
Gonna start reading the human performance book, not to chase the exam, but purely as a progression thing.
Cheers
Lee
This lesson was an extension to the previous one, and I am building up slow flight time nicely. We done some more stalls, and learned different methods of recovery, like nose down, reach 60kts and no power, then the same but with power. On one of the recovery procedures, I shot the control column forward too fast and the aircraft leapt forward (great who needs a diet when you can lose 10 stone in 2 seconds?), the problem I was having was that because an immense amount of back pressure is required to keep the nose up attitude, there is always a constant pressure forwards, so when recovering, you don’t need to apply too much forward pressure, you simply control the natural force of the controls wanting to go forward, in a controlled manner. So onto full power, 60kts, wings level, back into the climb.
One thing that was more difficult to overcome was the fact that the yolk has to remain centred as much as possible, as not to induce too much angle of attack on one wing – so even if there is a slight roll as a result of the stall, I still have to keep the controls centred as much as possible – I recall from the flying training manual that roll can actually occur in the opposite direction to that of the controls in a stall attitude. One thing also today that we covered, was a spiral descent – fantastic manoeuvre to say the least. This involves banking to a high bank angle (at first I was thinking, surely this type of aircraft cant handle a bank this big) and letting the nose drop, then, to stop the nose dropping, applying back pressure – this makes the airspeed SOAR away bloody quick, I couldn’t believe how fast that needle shot round the dial – so as demonstrated, the power comes off, wings go level, nose up, power back on. I also performed it without removing the power, simply by rolling the wings level before pitching up, then straight into a climb to knock the airspeed off. I don’t know about any of you people, it may kind sound of sad, but I love a good high G feeling, its truly amazing.
I have started to develop my own external checks. The order of my checks roughly goes as follows (I wont include everything here for obvious reasons): firstly, master on with anti collision lights, pitot heat and landing light. Then outside to check these work, as well as the stall warning buzzer. Once happy, master off then to carry on with the rest of the checks. I use the fuel drainer to check the fuel etc and that from the engine, also looking into the tanks. Then I move onto the engine, looking under both cowlings. After this, I then go onto the surfaces, control surfaces, flaps, undercarriage etc. I find that doing it this way is better as it helps me to remember them in a more logical way. The order in the checklist seems a bit odd. I know this is ok, as long as I don’t miss anything out (as my instructor rightly said) so I still carry the checklist with me, and go over every item to make sure I haven’t missed anything out.
I must confess that I got a little carried away today. I was still on a high from yesterday and I think I went through my internal checks a little quick. I missed the door latch and seemed to be racing ahead, missing a couple of things out like checking left and right magnetos. So after I settled down a little I was ok. Again, the RT is coming along nicely, one thing I am trying to remember is that I should only abbreviate my call sign once ATC has done so. It’s great as my instructor is allowing me, I’d say 90% of the radio usage – it just makes the lesson a lot more satisfying when it goes right. I’ve written down a couple of the major calls, like when first contacting tower/approach. Giving position reports and intentions – I read these to myself when I drive, each time changing words (i.e. for different locations etc) and it don’t half sink in quick – its great.
Gonna start reading the human performance book, not to chase the exam, but purely as a progression thing.
Cheers
Lee
Last three lessons have been short takepoff and landing and then Forced Landings.
Short take offs and landings are fun, at least with a 3000 foot strip to practice them on!
Forced landings first lesson was easy as we had a grass strip to "pretend" to land on. Start at 3500 feet, select high key and low key, fly downwind, base and break off final at 500 feet.
Second lesson a little harder, you are flying along and instructor pulls carb heat on and throttle back to simulate a failure, and you have to get through the whole procedure while flying the approach.
ie: Tradespeedforhieghttrimtobestglideat65knotscheckfirecarbheat fuelquantityfuelselectormixturemastermagnetofieldsizeshapesl opesurfaces(over&under)shoots(c)sivilisationcyclefuelmixture masteroilpressureandtempswitchesthrottlemaydaymaydaymaydayxy zxyzlocationpobihaveenginefailure -followed by the passenger brief and finally the BUSH checks - all while setting up and performing a gliding approach to your field of choice.
Next lesson their will be no warnings given nor height specified.
Short take offs and landings are fun, at least with a 3000 foot strip to practice them on!
Forced landings first lesson was easy as we had a grass strip to "pretend" to land on. Start at 3500 feet, select high key and low key, fly downwind, base and break off final at 500 feet.
Second lesson a little harder, you are flying along and instructor pulls carb heat on and throttle back to simulate a failure, and you have to get through the whole procedure while flying the approach.
ie: Tradespeedforhieghttrimtobestglideat65knotscheckfirecarbheat fuelquantityfuelselectormixturemastermagnetofieldsizeshapesl opesurfaces(over&under)shoots(c)sivilisationcyclefuelmixture masteroilpressureandtempswitchesthrottlemaydaymaydaymaydayxy zxyzlocationpobihaveenginefailure -followed by the passenger brief and finally the BUSH checks - all while setting up and performing a gliding approach to your field of choice.
Next lesson their will be no warnings given nor height specified.