From Zero to Forty Five - my PPL Diary
Spicy Meatball
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SkiSista
For the bits about how you are asked to describe the weather amongst your family and also how you are becoming known to your friends as the "aviator" if you like. Just a friendly joke
Lee
For the bits about how you are asked to describe the weather amongst your family and also how you are becoming known to your friends as the "aviator" if you like. Just a friendly joke
Lee
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Hi Kaptain Karl,
I had a look through avsim and flightsim and the only Robin that seems to be available is a HR400. This post heres seems to support this http://www.visualflight.co.uk/forums...?TOPIC_ID=1851
If you are still interested in getting a HR400 (which apprently is similar) try going here:
http://library.avsim.net/download.php?DLID=22485
http://library.avsim.net/download.php?DLID=42704
This is the best model by the looks of it is one and was developed for FS2002 and then adapted for 2004. You ill need to get both files to get it to run well on FS2004. Any probs, please give me a shout!
Fingers
I had a look through avsim and flightsim and the only Robin that seems to be available is a HR400. This post heres seems to support this http://www.visualflight.co.uk/forums...?TOPIC_ID=1851
If you are still interested in getting a HR400 (which apprently is similar) try going here:
http://library.avsim.net/download.php?DLID=22485
http://library.avsim.net/download.php?DLID=42704
This is the best model by the looks of it is one and was developed for FS2002 and then adapted for 2004. You ill need to get both files to get it to run well on FS2004. Any probs, please give me a shout!
Fingers
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Lol, no worries Mazzy....
Was a bit sleep-deprived when reading that post, brain checked out last night in Air Law and hasn't come back yet....
(How many lessons do we have to spend flipping thru the AIP to find the right section because someone made a typo on the handout....? argggh......)
Geez Sunfish, you're game doing X winds in that kind of weather, I have to say I'm a bit more timid (usually)
Though my driving has been getting worse.... does that mean I'm a pilot yet?
Sky
PS - Yup Mazzy, it's gotten so a particular friend of mine, when we are at a party or whatever, will be in the background talking and will say things like "Cessna", "black box", "...it flew right overhead..." to see if he can get me to turn around and see what the convo is about.... ratbag!!!!
Was a bit sleep-deprived when reading that post, brain checked out last night in Air Law and hasn't come back yet....
(How many lessons do we have to spend flipping thru the AIP to find the right section because someone made a typo on the handout....? argggh......)
Geez Sunfish, you're game doing X winds in that kind of weather, I have to say I'm a bit more timid (usually)
Though my driving has been getting worse.... does that mean I'm a pilot yet?
Sky
PS - Yup Mazzy, it's gotten so a particular friend of mine, when we are at a party or whatever, will be in the background talking and will say things like "Cessna", "black box", "...it flew right overhead..." to see if he can get me to turn around and see what the convo is about.... ratbag!!!!
Spicy Meatball
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Thats awful being teased like that, although can see it would be quite funny! Best thing to do is to take one of them flying when you get your license and then, when safe to do so pretend to faint at the controls very irresponsible and dangerous I know - but could you ever imagine the look on their face? Makes me laugh just thinking about it
Yours,
the evil one
very irresponsible and dangerous I know - but could you ever imagine the look on their face? Makes me laugh just thinking about it Yours,
the evil one
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Yes!!! Have been thinking evil thoughts of that type, this friend is just asking for it!!!!
Was thinking more of waiting till I can get an aerobatics rating, flying along nice and easy, then doing a sudden wing drop or stall turn or similar (with prior approval of course!) and scaring the daylights out of him!
Can guarantee no more teasing!!
But the fainting idea is priceless!!! It'd be great to get ATC in on the trick too but I suppose that'd be illegal.....
Sky
Was thinking more of waiting till I can get an aerobatics rating, flying along nice and easy, then doing a sudden wing drop or stall turn or similar (with prior approval of course!) and scaring the daylights out of him!
Can guarantee no more teasing!!
But the fainting idea is priceless!!!
It'd be great to get ATC in on the trick too but I suppose that'd be illegal..... Sky
Spicy Meatball
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It'd be great to get ATC in on the trick too but I suppose that'd be illegal.....
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Oh I am sure it would be, but a transmission of "passenger in XYZ callsign, if you can hear us, it seems your pilot is incapacitated, you may have to land yourself...." would really ratchet up the suspense
But, definitely illegal (not to mention worrying for everyone else in the circuit....!
Back on topic - how's the flying going Sunfish? Mazzy? Hog? etc etc
Sky
But, definitely illegal (not to mention worrying for everyone else in the circuit....!
Back on topic - how's the flying going Sunfish? Mazzy? Hog? etc etc
Sky
Spicy Meatball
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Hour 11
Wasnt it such a crappy weather system this morning? Nothing but pelting rain and low stratus cloud all over the place. Well, I was pretty sure my flight would be cancelled, but as it was later in the afternoon, thought I would hang out and see. As it turns out, I got a phonecall asking if I could go any earlier - so off I was.
Turned up to nice blue sky and high cloud base, but again, quite gusty wind. Today was more stalling. We done stalls in the turn, stalls with flaps and stalls at full power. The stall with the turn was an interesting one, because depending on the way your are turning there is a different method of recover. For example, when stalling to the left, the aircraft wants to yaw to the left when you apply full power (slipstream effect), so you need a good amount of right rudder, or you will end up in a spirl descent, the airspeed will shoot up and you lose height very quick. Wait for the airspeed to reach 60, level wings then begin the climb. Pretty much the same for the right turn stall, but dont need as much, if any, left rudder, as the aircraft naturally yaws to the left.
One thing I will bear in mind, is that it is essential to keep the controls as level as possible and not be tempted to roll out of the turn on stall. This can cause a sudden wing drop and even worsen the roll already induced. The way to do it is by relieving back pressure, unstalliung the wings, applying full power also, THEN roll the wings level, then begin the climb.
Stalling with full flaps was a scary reminder/example of how an aircraft can stall without you knowing it as well as without flaps. When full flap is extended, the nose needs to be kept a lot lower, as the aircraft reaches the stall. It is quite scary as to how low the nose has to be, and still make a stall. I suppose this may catch you out when in final approach, a stall here would be pretty dangerous.
It was amazing the amount of crab we had to use to compensate for the drift due to the strong wind, when heading for a particular area, we found ourselves pointing at least 30 degrees to the right, in order to achieve the correct ground track. Upon turning downwind, the aircraft accelarated pretty quick, and this was easily noticed as we were close to the ground - quite a fantastic experience.
It wa snow time for a flapless approach. Instead of the 70kt nose low attitude, it was an 80kt shallow approach. This is quite significantly different to that of a full flap approach as the nose is a lot higher, and you are a lot closer to the ground for most of the approach. I canimagine it would take some practice to be able to perform different landing configurations on different days (hence circuit training!!). The landing seemed a lot more smoother - this may have been because of the more reactive controls due to the higher airspeed, and even the propwash producing the kinetic energy towards the wings, giving greater lift and handling.
All in all another superb lesson - I am learning so much the I never thought I could - and it is all slowly sinking into place. All the previous lessons are now being put into one; "the circuit".
Next lesson I will be doing quite a few circuits, so I will let you know how I get on with them.
Safe flights,
Lee
Turned up to nice blue sky and high cloud base, but again, quite gusty wind. Today was more stalling. We done stalls in the turn, stalls with flaps and stalls at full power. The stall with the turn was an interesting one, because depending on the way your are turning there is a different method of recover. For example, when stalling to the left, the aircraft wants to yaw to the left when you apply full power (slipstream effect), so you need a good amount of right rudder, or you will end up in a spirl descent, the airspeed will shoot up and you lose height very quick. Wait for the airspeed to reach 60, level wings then begin the climb. Pretty much the same for the right turn stall, but dont need as much, if any, left rudder, as the aircraft naturally yaws to the left.
One thing I will bear in mind, is that it is essential to keep the controls as level as possible and not be tempted to roll out of the turn on stall. This can cause a sudden wing drop and even worsen the roll already induced. The way to do it is by relieving back pressure, unstalliung the wings, applying full power also, THEN roll the wings level, then begin the climb.
Stalling with full flaps was a scary reminder/example of how an aircraft can stall without you knowing it as well as without flaps. When full flap is extended, the nose needs to be kept a lot lower, as the aircraft reaches the stall. It is quite scary as to how low the nose has to be, and still make a stall. I suppose this may catch you out when in final approach, a stall here would be pretty dangerous.
It was amazing the amount of crab we had to use to compensate for the drift due to the strong wind, when heading for a particular area, we found ourselves pointing at least 30 degrees to the right, in order to achieve the correct ground track. Upon turning downwind, the aircraft accelarated pretty quick, and this was easily noticed as we were close to the ground - quite a fantastic experience.
It wa snow time for a flapless approach. Instead of the 70kt nose low attitude, it was an 80kt shallow approach. This is quite significantly different to that of a full flap approach as the nose is a lot higher, and you are a lot closer to the ground for most of the approach. I canimagine it would take some practice to be able to perform different landing configurations on different days (hence circuit training!!). The landing seemed a lot more smoother - this may have been because of the more reactive controls due to the higher airspeed, and even the propwash producing the kinetic energy towards the wings, giving greater lift and handling.
All in all another superb lesson - I am learning so much the I never thought I could - and it is all slowly sinking into place. All the previous lessons are now being put into one; "the circuit".
Next lesson I will be doing quite a few circuits, so I will let you know how I get on with them.
Safe flights,
Lee
Went out again on Saturday for some more circuits. Did about four with Richard and then I did another two on my own.
There was this guy flying a 172 who was going all over the place, both taxiing and in the air. This brought to mind two things:
1) Thats what I must have looked like three weeks ago.
2) Instructors (at lest here) are engaged in "experiential learning" in other words they let us keep screwing things up and stop us just short of killing ourselves or damaging the airplane.
Case in point was Richard springing a go-around on me at 200 feet. Muggins here decided to raise flap from 30 to 20 BEFORE applying full power - mistake number one. We sank about 100 feet because , not content with raising the flap 10 degrees, I inadvertantly pushed the swiitch all the way up and the flaps merrily retracted completely! - Mistake number two.
You need to watch the flap switch on some 150's as there are two separate types. One has the type with a set of detents for 10,20,30 and 40 flaps with an indicator next to it.
The other has a separate indicator at eye height on the left front strut and a three position switch. There is a spring loaded flaps down position and middle neutral position and a fixed - not spring loaded, flaps up position. So if you select flaps up and don't return it to the centre the flaps will continue going up. I've done this twice now and I have to watch it.
There was this guy flying a 172 who was going all over the place, both taxiing and in the air. This brought to mind two things:
1) Thats what I must have looked like three weeks ago.
2) Instructors (at lest here) are engaged in "experiential learning" in other words they let us keep screwing things up and stop us just short of killing ourselves or damaging the airplane.
Case in point was Richard springing a go-around on me at 200 feet. Muggins here decided to raise flap from 30 to 20 BEFORE applying full power - mistake number one. We sank about 100 feet because , not content with raising the flap 10 degrees, I inadvertantly pushed the swiitch all the way up and the flaps merrily retracted completely! - Mistake number two.
You need to watch the flap switch on some 150's as there are two separate types. One has the type with a set of detents for 10,20,30 and 40 flaps with an indicator next to it.
The other has a separate indicator at eye height on the left front strut and a three position switch. There is a spring loaded flaps down position and middle neutral position and a fixed - not spring loaded, flaps up position. So if you select flaps up and don't return it to the centre the flaps will continue going up. I've done this twice now and I have to watch it.
Spicy Meatball
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Learning from mistakes
Sunfish, these are all good mistakes to make (if you know what I mean) because you have learned not to do it again! Learning by experience, i.e. learning by our mistakes, personally I think is the best way to learn something practical. When I am flying and I forget to do something or I do something wrong, like leave the landing lights on too long, I will consciously remember this for the next flight and make myself do it, so as to not make the same mistake twice. I suppose more bigger mistakes that might give you a bit of a fright, will stay with you longer!
Keep up the good work,
Lee
Keep up the good work,
Lee
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Hi all,
Sunfish - belated congratulations on going solo!
Interesting experiences with the flaps! Now I'm glad the PA28 has a nice simple lever - even if I do struggle to reach it!
I had a good lesson yesterday too. 0900 cloud base was about 500', but sat in the club lounge drinking coffee with students and instructors - interesting chat about the likelihood of surviving ditching in the channel - before the base had risen to 900' and began to break. Apparently it's quite difficult to get a liferaft out of a light plane once ditched - we concluded the best chance was an immersion suit.
Nice load of circuits, but with a different instructor from my usual one (who was doing far more exciting things with a X country student). Began to sort my landings. Interesting how, if you're just not quite getting something, flying with a different instructor for a lesson can help and they all seem to focus on different things. Sure I'll get solo soon???
Keep it up folks!
HH
Sunfish - belated congratulations on going solo!
Interesting experiences with the flaps! Now I'm glad the PA28 has a nice simple lever - even if I do struggle to reach it!
I had a good lesson yesterday too. 0900 cloud base was about 500', but sat in the club lounge drinking coffee with students and instructors - interesting chat about the likelihood of surviving ditching in the channel - before the base had risen to 900' and began to break. Apparently it's quite difficult to get a liferaft out of a light plane once ditched - we concluded the best chance was an immersion suit.
Nice load of circuits, but with a different instructor from my usual one (who was doing far more exciting things with a X country student). Began to sort my landings. Interesting how, if you're just not quite getting something, flying with a different instructor for a lesson can help and they all seem to focus on different things. Sure I'll get solo soon???
Keep it up folks!
HH
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Can i just say, this is a really good idea mazzy. I'm in the finishing stages noow, but did some revision on stalls and such that u were talking about. Even did a wing drop, I swear the door was parallel to the ground!! 
NOT a good situation to be in knowing how cessna's love to occasionally open their own doors..
Great day today, come on friday
FFW
I think Cessna have fixed the door problem now, no cause for alarm.. sorry
NOT a good situation to be in knowing how cessna's love to occasionally open their own doors..Great day today, come on friday
FFW
I think Cessna have fixed the door problem now, no cause for alarm.. sorry
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knowing how cessna's love to occasionally open their own doors
So, when I took my first passenger for a ride and their door came open I'd had experience of this and wasn't worried and was perfectly happy just reaching across and shutting it and explaining that the door was just to keep the draught off, the seat belt was what stopped them falling out.
Spicy Meatball
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Even did a wing drop, I swear the door was parallel to the ground!!
Goodnight
Lee
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Gertrude
Im imagining the look on their face! lmao. Been lucky so far, my greatest worry is losing something important, like my checklist. It would be good to put that in the training syllabus, kinda like stalls, no biggy but 'be prepared'
mazzy
My FI kept saying 'make sure you're balanced, keep that ball centred'. If you're not paying attention when practicing then it can kinda sneak up on you
I know what you mean though, like watching a pot boil. I guess the whole point is to not forget that a lot can happen in 5 minutes.
You know, I feel like reading up on stalls and lateral stability...
FFW
Im imagining the look on their face! lmao. Been lucky so far, my greatest worry is losing something important, like my checklist. It would be good to put that in the training syllabus, kinda like stalls, no biggy but 'be prepared'
mazzy
My FI kept saying 'make sure you're balanced, keep that ball centred'. If you're not paying attention when practicing then it can kinda sneak up on you
I know what you mean though, like watching a pot boil. I guess the whole point is to not forget that a lot can happen in 5 minutes.You know, I feel like reading up on stalls and lateral stability...
FFW
Hi guys! Couldn\'t let this slip off the first page so I thought I\'d bump it up.
Haven\'t been doing too much flying recently due to a lack of funds but I did an hours PFLs last week. I\'m having real difficulty judging the glide angle and keep ending up too low or too high in the final stages. Oh well, practice makes perfect. 34 hours down - 11 to go......
Congrats to those who deserve it and good luck to everyone else!
Haven\'t been doing too much flying recently due to a lack of funds but I did an hours PFLs last week. I\'m having real difficulty judging the glide angle and keep ending up too low or too high in the final stages. Oh well, practice makes perfect. 34 hours down - 11 to go......
Congrats to those who deserve it and good luck to everyone else!
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Bit late now, but... Mazzy, your cr@ppy weather on Friday was exactly what I was hoping for. When you've done your PPL and got a bit of experience do an IMC rating (I did mine when I had about 70 hours total) - it's great fun, really it is... I went to Cranfield and did an ILS, then back to Kidlington for the NDB approach. If you've flown ILS's on Flight Sim you'll know how hard it is (and harder in real life as the weather is much less predictable!) but very satisfying.
I'd have done the flight on Friday anyway with foggles on if the weather had been good (it was a refresher with an instructor) but real bad weather was fantastic. We were popping in and out of the tops of the clouds at FL50 - beautiful. And there's nothing in flying quite as beautiful as the sight of the runway lights glimmering at you from the gloom as you break cloud at 650ft above the runway...
Good luck with it all - brings back so many happy memories...!
Tim
I'd have done the flight on Friday anyway with foggles on if the weather had been good (it was a refresher with an instructor) but real bad weather was fantastic. We were popping in and out of the tops of the clouds at FL50 - beautiful. And there's nothing in flying quite as beautiful as the sight of the runway lights glimmering at you from the gloom as you break cloud at 650ft above the runway...
Good luck with it all - brings back so many happy memories...!
Tim
Spicy Meatball
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Strange feeling........
On Sunday morning I arrived at the airfield, only to see that it was quite misty. I came from north of the airfield, where it was clear as I set off, so I was hoping the mist would dissipate soon, however, there was no wind and it was very calm. I was due to sit my human performance exam after the flight, which was booked for 1030, so instead I sat it first, in the hope that in the given time the mist would clear. I have to say that the exam was very easy indeed, by far easier than any of the others - but this is only because I studied well for it, like any of the exams - anyone can pass them with a good deal of study beforehand.
Anyway, the exam took 10 mins, so that wasnt really a lot of time to allow the weather to clear, and as it turns out I didnt end up flying. The thing is though, we would normally sit down with a cup of tea for a while and just wait, but there was another student after me so we couldnt delay things. Whilst driving home, the weather was perfect (driving back north) and I was soooo gutted not to be flying, only thinking that if I had booked the lesson for maybe 1130 instead, I would have been up there. I am not complaining of course, these things are done for a reason, but the worst feeling of dissapointment doesnt half set you up for a bad day! Sorry, I am just whinginmg now, I will get back to my pram
Anyway, the exam took 10 mins, so that wasnt really a lot of time to allow the weather to clear, and as it turns out I didnt end up flying. The thing is though, we would normally sit down with a cup of tea for a while and just wait, but there was another student after me so we couldnt delay things. Whilst driving home, the weather was perfect (driving back north) and I was soooo gutted not to be flying, only thinking that if I had booked the lesson for maybe 1130 instead, I would have been up there. I am not complaining of course, these things are done for a reason, but the worst feeling of dissapointment doesnt half set you up for a bad day! Sorry, I am just whinginmg now, I will get back to my pram