First Flying lesson - Not what i expected
Join Date: Jan 2008
Location: East Midlands
Posts: 41
Likes: 0
Received 0 Likes
on
0 Posts
Andrew
My first flight was courtesy of the RAF in an Anson out of Shawbury. It must have been bumpy because I noticed how the wings flexed. I have never been airsick but other than in the calm of the evening, I always seem to be bounced about by thermals or the wind. It's part of the challenge, especially on approach. My wife, however, had to give up flying, despite undertaking some long flights in summer thermals, simply because she felt unwell. She was sick only once, when the port wing dropped 60 degrees and was smartly picked up. She is also sea-sick and queasy in cars unless driving. I have a friend who started to learn to fly, but withdrew due to chronic airsickness.
So I'd encourage you to persevere a bit to see if you become inured without medication to the normal bumpiness of flight in light aircraft, but be prepared to accept on physiological grounds that flying may not be for you. You might find that when control of the aircraft becomes second nature, and you are required to navigate and use the radio, that there is no “spare brian” with which to evaluate your physiological state and airsickness will have become a passing phase. Equally, feeling ill will degrade your ability to aviate, navigate, communicate, and deal with emergencies. Certainly, there’s no fun flying if it makes you feel ill.
My first flight was courtesy of the RAF in an Anson out of Shawbury. It must have been bumpy because I noticed how the wings flexed. I have never been airsick but other than in the calm of the evening, I always seem to be bounced about by thermals or the wind. It's part of the challenge, especially on approach. My wife, however, had to give up flying, despite undertaking some long flights in summer thermals, simply because she felt unwell. She was sick only once, when the port wing dropped 60 degrees and was smartly picked up. She is also sea-sick and queasy in cars unless driving. I have a friend who started to learn to fly, but withdrew due to chronic airsickness.
So I'd encourage you to persevere a bit to see if you become inured without medication to the normal bumpiness of flight in light aircraft, but be prepared to accept on physiological grounds that flying may not be for you. You might find that when control of the aircraft becomes second nature, and you are required to navigate and use the radio, that there is no “spare brian” with which to evaluate your physiological state and airsickness will have become a passing phase. Equally, feeling ill will degrade your ability to aviate, navigate, communicate, and deal with emergencies. Certainly, there’s no fun flying if it makes you feel ill.
Join Date: Jul 2007
Location: UK, US, now more ɐıןɐɹʇsn∀
Age: 41
Posts: 889
Likes: 0
Received 0 Likes
on
0 Posts
As many said, it's pretty normal and nothing to be ashamed of.
If you ever tried gliding and it was good soaring day, you'd be likely to see instructor suddenly do steep turn after the little clock started beeping mad and depending on the size of thermal, keeping turning. Also, where there's rising air, there's also sink. So if these two meet and you cross them at angle, it could be uncomfortable.
Boy, if you think you may not get over bit of thermals, you better think twice. There are many things to learn and at first, you may feel stressed out or panick at first, but then you learn the routine, dealing with emergencies (practice) etc. Let the consciousness dictate your senses that it's OK. If you keep flying, your senses will get much sharper, you'd notice and correct for small sudden bank/pitch changes due to turbulence.
Glider pilots (proper pilots) learn to all sorts of turbulence, learn to read it, feel it, seek it. Especially the one that gives you extra height :-D
Some suggest PA-38. Well, better visibility and space, for sure, but old C152 is better for spin and stall training, further down the line.
Gives you bit of reassurance that C152 gets out of spin if you let go of(f?) controls (subject to serious height loss, but nonetheless), unlike Tomahawk.
Anyway, less food, ventilation, (cold head), looking out (to avoid dizziness).
Trust me, low G loading (feeling light) is very uncomfortable to body due to the cochlear hair (inner ear) getting weird 'readings'. Above 1G, it's easier. The problem is, turbulence/gusts/chops can have both in very short period and the airspeed exacerbates the sensations.
Reminds me of one beautiful soaring day in July, touching down in 'Frankfurt' Hahn on RYR flight. People (incl me as passenger) getting OOH AAAH when we were crossing beautiful thermal bubbles on long final/descent. Then put bit of crosswind and pilots' rudder corrections to stay in the axis of runway, and you get aplause.
NO, not the shabby prerecorded 'welcome to yet another on time RYR flight', but from the passengers, clapping their hands thinking the pilot saved the day or what. C'mon..
Why? Because they don't know any better. You do. It's all fine.
Stick with it. If you don't get past 5 or so hours in the air feeling very sick all the time, even in smooth air, well, then maybe. I've been very uncomfortable doing running landing on SKIDS heli, screeching down the tarmac at pretty high ground speed, or on gliding aerotow when I didn't control it well in sharp turns or bumpy air (you know, take offs attached to tug plane in front of us/me).
Flying trike airplanes off big tarmac? Easy. Anyone can learn the basics. Giving up is easy. Coming to terms with our
ups and fears not so.
Hope you take some pics on that day. I've got some gliding trial lesson pics for one lady and her daughter today, they didn't take proper camera. Nice.
Be
in cockpit and you'll 
on your way home. Have fun next flight.
If you ever tried gliding and it was good soaring day, you'd be likely to see instructor suddenly do steep turn after the little clock started beeping mad and depending on the size of thermal, keeping turning. Also, where there's rising air, there's also sink. So if these two meet and you cross them at angle, it could be uncomfortable.
Boy, if you think you may not get over bit of thermals, you better think twice. There are many things to learn and at first, you may feel stressed out or panick at first, but then you learn the routine, dealing with emergencies (practice) etc. Let the consciousness dictate your senses that it's OK. If you keep flying, your senses will get much sharper, you'd notice and correct for small sudden bank/pitch changes due to turbulence.
Glider pilots (proper pilots) learn to all sorts of turbulence, learn to read it, feel it, seek it. Especially the one that gives you extra height :-D
Some suggest PA-38. Well, better visibility and space, for sure, but old C152 is better for spin and stall training, further down the line.
Gives you bit of reassurance that C152 gets out of spin if you let go of(f?) controls (subject to serious height loss, but nonetheless), unlike Tomahawk.
Anyway, less food, ventilation, (cold head), looking out (to avoid dizziness).
Trust me, low G loading (feeling light) is very uncomfortable to body due to the cochlear hair (inner ear) getting weird 'readings'. Above 1G, it's easier. The problem is, turbulence/gusts/chops can have both in very short period and the airspeed exacerbates the sensations.
Reminds me of one beautiful soaring day in July, touching down in 'Frankfurt' Hahn on RYR flight. People (incl me as passenger) getting OOH AAAH when we were crossing beautiful thermal bubbles on long final/descent. Then put bit of crosswind and pilots' rudder corrections to stay in the axis of runway, and you get aplause.
NO, not the shabby prerecorded 'welcome to yet another on time RYR flight', but from the passengers, clapping their hands thinking the pilot saved the day or what. C'mon..
Why? Because they don't know any better. You do. It's all fine.Stick with it. If you don't get past 5 or so hours in the air feeling very sick all the time, even in smooth air, well, then maybe. I've been very uncomfortable doing running landing on SKIDS heli, screeching down the tarmac at pretty high ground speed, or on gliding aerotow when I didn't control it well in sharp turns or bumpy air (you know, take offs attached to tug plane in front of us/me).
Flying trike airplanes off big tarmac? Easy. Anyone can learn the basics. Giving up is easy. Coming to terms with our
ups and fears not so.Hope you take some pics on that day. I've got some gliding trial lesson pics for one lady and her daughter today, they didn't take proper camera. Nice.
Be
in cockpit and you'll on your way home. Have fun next flight.
Join Date: May 2001
Posts: 10,815
Likes: 0
Received 0 Likes
on
0 Posts
Some suggest PA-38. Well, better visibility and space, for sure, but old C152 is better for spin and stall training, further down the line.
Gives you bit of reassurance that C152 gets out of spin if you let go of(f?) controls (subject to serious height loss, but nonetheless), unlike Tomahawk.
Gives you bit of reassurance that C152 gets out of spin if you let go of(f?) controls (subject to serious height loss, but nonetheless), unlike Tomahawk.
Tommahawk stalls properly none of this mushing about pish. Rummble rumble there goes the nose it might have a bit of wing drop but that just aids teaching.
As for the spin, yep it spins properly, it spins faster when you apply rudder as per the book then comes out of the spin when you apply the method in the POH.
It was designed as a trainer, it hasn't had all the nasty's designed out of it. It makes a very good trainer, no similar 2-4 seat type after that will cause the pilot any difficultys converting onto.
Now if you said the T tail and trim system were a bit pants you would have had a point.
Can't wait to get my hands on the piper Cadet to see whats it's like. Just looking at it, it looks as if its got potential. (the school I help out at is getting one in the next couple of months)
Join Date: May 2001
Posts: 10,815
Likes: 0
Received 0 Likes
on
0 Posts
10w is taking the wee.
We were doing some spinning in a PA38 and there was some forward stick on when the plane unstalled resulting in me belting my head off the roof when it bunted. (note to PA-38 drivers read your POH about spinning the "standard spin recovery" ain't pretty in a tommy)
10w due to him being a short arse with hollow legs for filling with stella didn't bang his head.
Twas my own fault though, it was one of those "I learned about instructing moments" when you get an experenced pilot refresher flight.
We were doing some spinning in a PA38 and there was some forward stick on when the plane unstalled resulting in me belting my head off the roof when it bunted. (note to PA-38 drivers read your POH about spinning the "standard spin recovery" ain't pretty in a tommy)
10w due to him being a short arse with hollow legs for filling with stella didn't bang his head.
Twas my own fault though, it was one of those "I learned about instructing moments" when you get an experenced pilot refresher flight.
Join Date: Jul 2007
Location: UK, US, now more ɐıןɐɹʇsn∀
Age: 41
Posts: 889
Likes: 0
Received 0 Likes
on
0 Posts
mad_jock,
I see what you mean regarding the initial training. I guess you did/may do apply the 'learn to swim being thrown in water' method with kids.
Some people prefer a 'warning signs'. Behaving properly, uhm.
I've done spins/stalls in couple different two seater gliders. I can appreciate different handling and doing 'proper spin' instead of going nose down after forcing the ship into spin.
I've just read that original J3C Cubs easily drop wing on stall due to no camber on tail surfaces or something along that line. I'll check it out in two months :-D
Anyway, I believe proper handling training is in gliders and taildraggers. Feel free to shun that. BTW, low-ish winch launch cable break practice is even more fun than hammerhead stalls.
I see what you mean regarding the initial training. I guess you did/may do apply the 'learn to swim being thrown in water' method with kids.
Some people prefer a 'warning signs'. Behaving properly, uhm.
I've done spins/stalls in couple different two seater gliders. I can appreciate different handling and doing 'proper spin' instead of going nose down after forcing the ship into spin.
I've just read that original J3C Cubs easily drop wing on stall due to no camber on tail surfaces or something along that line. I'll check it out in two months :-D
Anyway, I believe proper handling training is in gliders and taildraggers. Feel free to shun that. BTW, low-ish winch launch cable break practice is even more fun than hammerhead stalls.
Join Date: May 2001
Posts: 10,815
Likes: 0
Received 0 Likes
on
0 Posts
I would agree with gliders but then again I firmly believe that the whole instructing fraternity and progression in the gliding community is streets ahead of the powered setup. And gliders certainly makes you know what your feet should be doing.
You get all the warning signs that you read in the book with a tommy. I will admit it didn't used to give you much warning and they put the rumble strips on. But now it does.
There is alot of unjustified bad press out there about the tommy.
Look at the tail it wobbles
The wing drops like a bitch
You die if you spin it.
The tail falls off.
But all said the exercise 1-14 are your foundation to your whole flying career be it for fun or professional. If you get taught correctly from the word go in a machine which isn't designed not to bite your bum if you do something stupid with the safety of an instructor next to you. You have a floating foundation, instead of a foundation locked to the base rock of knowledge and experence. That floating foundation may come unstuck when you least expect it.
H'mm got that a bit back to front the PA38 gives the good foundation and the designed for comfort and nice handling gives the floating
You get all the warning signs that you read in the book with a tommy. I will admit it didn't used to give you much warning and they put the rumble strips on. But now it does.
There is alot of unjustified bad press out there about the tommy.
Look at the tail it wobbles
The wing drops like a bitch
You die if you spin it.
The tail falls off.
But all said the exercise 1-14 are your foundation to your whole flying career be it for fun or professional. If you get taught correctly from the word go in a machine which isn't designed not to bite your bum if you do something stupid with the safety of an instructor next to you. You have a floating foundation, instead of a foundation locked to the base rock of knowledge and experence. That floating foundation may come unstuck when you least expect it.
H'mm got that a bit back to front the PA38 gives the good foundation and the designed for comfort and nice handling gives the floating
Last edited by mad_jock; 24th May 2010 at 15:12.
Early in the season, I can make myself sick in gliders and have on occasion had to make alternate use of a pee bag or two. You feel much better afterwards
screetch - i got the 5-hour package from cabair at elstree.
hours count towards my ppl so all good really, it's sufficient time to realise whether you love flying or not. fortunately i love it and have continued my training.
hours count towards my ppl so all good really, it's sufficient time to realise whether you love flying or not. fortunately i love it and have continued my training.
Join Date: Jul 2007
Location: UK, US, now more ɐıןɐɹʇsn∀
Age: 41
Posts: 889
Likes: 0
Received 0 Likes
on
0 Posts
MEALIES,
When do you get up next time? Let us know how you did.
I had enough of convection turbulence in Robinson 22 helicopter, cruising at 90kt. Not that fast for fixed wing, but enough for flimsy lil' chopper with notoriously dangerous rotorhead system if not handled well. Holding stick steady and wedged against thigh to forbid myself counteract the gusts out of habit (like in hover). Give me those thermals in paragliding and gliding and I'll be fine.
BTW, there was a thread in the 'rotorheads' section (I think) about heli pilots and fear of height. Or some guy felt uneasy higher up and started thread and how to overcome it, then heli guys contributed. I know it's not about turbulence, but just goes to show something.
Not counting "chronic fears of heights" persons, you'd find enough experienced rotary pilots who don't feel comfy in helicopter high up. Whether it's the (too good) visibility, or other factors. Many of them fly low, 500-1500' AGL on the job most of the time.
Some agree that it's the irrational feeling of less security, seeing the void below, unfamiliar view - and that's commercial pilots.
Haha, that reminds me of one old chap who used to fly crop duster, Czech Zlin Z37 'Bumblebee'. He spend pretty much all of the time below 150' AGL, having flown 3-4000 hours dusting. He said that they were so used to fly low that they tended to fly same heights when ferrying between fields, airfields etc. Strictly no-no these days.
I'm scared of heights. I am. Just that it's rather on top/edge of bridge spans, high rise blocks, etc. In aircraft, not really. Irrational, isn't it? flying low level-ish, skimming the ridge, nearing the base of nice cumulus in thermal at 4000-6000ft, oh, what fun.
m_j,
so we pretty much agree. I just think that people (especially those who can get stressed out or queasy) may prefer more docile aircraft to start with.
I do also believe that sooner or later during their training they really should keep on practicing spins, being shown spin from crap turn and how easy it is sometimes when overloaded with information, conditions, cows getting bigger..
Some vintage aircraft don't have geometrically or aerodynamically twisted wing for pre-stall buffet warning (stalling at the root first). Early solo pilot may not notice something not right till too late in these, hence 'stick shaking' could be good.
I never said that Tommy is death trap. Just that it needs some inputs to get it back to nicer attitude from what I read (which people have to have hammered into their brain anyway, as you say as well). I haven't flown it, just saw in the hangar in the fleet of one aeroclub. It ain't tailwheel, anyway.
When do you get up next time? Let us know how you did.
I had enough of convection turbulence in Robinson 22 helicopter, cruising at 90kt. Not that fast for fixed wing, but enough for flimsy lil' chopper with notoriously dangerous rotorhead system if not handled well. Holding stick steady and wedged against thigh to forbid myself counteract the gusts out of habit (like in hover). Give me those thermals in paragliding and gliding and I'll be fine.
BTW, there was a thread in the 'rotorheads' section (I think) about heli pilots and fear of height. Or some guy felt uneasy higher up and started thread and how to overcome it, then heli guys contributed. I know it's not about turbulence, but just goes to show something.
Not counting "chronic fears of heights" persons, you'd find enough experienced rotary pilots who don't feel comfy in helicopter high up. Whether it's the (too good) visibility, or other factors. Many of them fly low, 500-1500' AGL on the job most of the time.
Some agree that it's the irrational feeling of less security, seeing the void below, unfamiliar view - and that's commercial pilots.
Haha, that reminds me of one old chap who used to fly crop duster, Czech Zlin Z37 'Bumblebee'. He spend pretty much all of the time below 150' AGL, having flown 3-4000 hours dusting. He said that they were so used to fly low that they tended to fly same heights when ferrying between fields, airfields etc. Strictly no-no these days.
I'm scared of heights. I am. Just that it's rather on top/edge of bridge spans, high rise blocks, etc. In aircraft, not really. Irrational, isn't it? flying low level-ish, skimming the ridge, nearing the base of nice cumulus in thermal at 4000-6000ft, oh, what fun.
m_j,
so we pretty much agree. I just think that people (especially those who can get stressed out or queasy) may prefer more docile aircraft to start with.
I do also believe that sooner or later during their training they really should keep on practicing spins, being shown spin from crap turn and how easy it is sometimes when overloaded with information, conditions, cows getting bigger..
Some vintage aircraft don't have geometrically or aerodynamically twisted wing for pre-stall buffet warning (stalling at the root first). Early solo pilot may not notice something not right till too late in these, hence 'stick shaking' could be good.
I never said that Tommy is death trap. Just that it needs some inputs to get it back to nicer attitude from what I read (which people have to have hammered into their brain anyway, as you say as well). I haven't flown it, just saw in the hangar in the fleet of one aeroclub. It ain't tailwheel, anyway.
Join Date: May 2001
Posts: 10,815
Likes: 0
Received 0 Likes
on
0 Posts
Spinning is a bit hard core these days most new instructors poo themselves if you even suggest they spin anything.
Its not even part of the course these days unless the student wants to do it.
they don't need to haver anything hammered into there brains apart from how to fly properly using attitude which is the whole point of the exercises anyway. Its more lively than a cessna but it ain't an aero's machine.
Never had a problem with students in them. In fact I have had more folk barf in a C150/C152 than I have in a PA38. In fact we do a fear of flying course in them which so far has a very high success rate. The barfing thing is proberly to do with the fact the whole thing is so sluggish to respond in the C152. Puts it into the natural freq range of folks stomachs Where as the tommy bouncing around is higher freq and more responsive, doesn't confuse the brain and inner ear because the picture changes with the bump instead of a wee bit after.
Another advantage in the tommy/pipers is that as soon as you start the prop the vents put a blast of air right where its needed on your face/torso instead of cooling your ankles so the cockpit is more pleasant on the taxi out.
Go and have a shot in one, they are bloody good fun and you might see what I mean. I have 750 hours in them and even after 3500hours of flying twin turbo props I love going back to fly them and teach in them. The other 200 hours instructing I have done is in C152's and if I get my way I won't do another hour in the smelly under powered cramped heaps of poo.
O aye once you get them off the ground/ your not landing there is nothing special about the handling of a taildragger what ever the strut boys would have you believe (well thats not true with some of them but personally I think thats a rigging issue not an aerodynamic one)
Its not even part of the course these days unless the student wants to do it.
they don't need to haver anything hammered into there brains apart from how to fly properly using attitude which is the whole point of the exercises anyway. Its more lively than a cessna but it ain't an aero's machine.
Never had a problem with students in them. In fact I have had more folk barf in a C150/C152 than I have in a PA38. In fact we do a fear of flying course in them which so far has a very high success rate. The barfing thing is proberly to do with the fact the whole thing is so sluggish to respond in the C152. Puts it into the natural freq range of folks stomachs Where as the tommy bouncing around is higher freq and more responsive, doesn't confuse the brain and inner ear because the picture changes with the bump instead of a wee bit after.
Another advantage in the tommy/pipers is that as soon as you start the prop the vents put a blast of air right where its needed on your face/torso instead of cooling your ankles so the cockpit is more pleasant on the taxi out.
Go and have a shot in one, they are bloody good fun and you might see what I mean. I have 750 hours in them and even after 3500hours of flying twin turbo props I love going back to fly them and teach in them. The other 200 hours instructing I have done is in C152's and if I get my way I won't do another hour in the smelly under powered cramped heaps of poo.
O aye once you get them off the ground/ your not landing there is nothing special about the handling of a taildragger what ever the strut boys would have you believe (well thats not true with some of them but personally I think thats a rigging issue not an aerodynamic one)
Join Date: Sep 2006
Location: any town as retired.
Posts: 2,182
Likes: 0
Received 0 Likes
on
0 Posts
not read any of the thread, apart from PO
so forgive me.
I had a trial lesson many years ago at Biggin Hill, FLYING CLUB.
Hated it.
Had second one next day.
Now I have 13000 hrs, World wide corporate experience, and never had a real job ever.... LOL.
go for it...
PS I am scared of heights too.
glf
I had a trial lesson many years ago at Biggin Hill, FLYING CLUB.
Hated it.
Had second one next day.
Now I have 13000 hrs, World wide corporate experience, and never had a real job ever.... LOL.
go for it...
PS I am scared of heights too.
glf
Join Date: Jul 2007
Location: UK, US, now more ɐıןɐɹʇsn∀
Age: 41
Posts: 889
Likes: 0
Received 0 Likes
on
0 Posts
m_j,
I've heard/read such stuff as 'spin awareness' power training, ie no proper spin inducing and getting out of required. Guess I'm too biased having been flying gliders for a while.
I can't see anyone being 'signed off' for solo (in glider) without stall and spin training.
Sure, some gliders don't spin that well, some do.
You're couple thousand hours ahead of me, so I don't pretend to know it all :-)
If things go well, I'll have plenty more power flying under belt next 2-3 years, besides gliding fun.
Rudder use is more required in low power tailwheel, although the adverse yaw isn't as bad as in gliders if turning with stick only. I'm not exactly airline wannabe, so I want to learn in taildraggers next, then some seaplane/float flying, etc.
Isn't taking off and landing the main area of 'handling' anyway?
I've heard/read such stuff as 'spin awareness' power training, ie no proper spin inducing and getting out of required. Guess I'm too biased having been flying gliders for a while.
I can't see anyone being 'signed off' for solo (in glider) without stall and spin training.
Sure, some gliders don't spin that well, some do.
You're couple thousand hours ahead of me, so I don't pretend to know it all :-)
If things go well, I'll have plenty more power flying under belt next 2-3 years, besides gliding fun.
Rudder use is more required in low power tailwheel, although the adverse yaw isn't as bad as in gliders if turning with stick only. I'm not exactly airline wannabe, so I want to learn in taildraggers next, then some seaplane/float flying, etc.
Isn't taking off and landing the main area of 'handling' anyway?
Join Date: Jul 2002
Location: East Midlands
Age: 84
Posts: 1,511
Likes: 0
Received 0 Likes
on
0 Posts
Air Sickness
I can't guarantee they they will work but I had a UAS student who was fairly ill when airborne and couldn't tolerate his or my aerobatics at all.
I sent him to B**ts to buy some wristlets called 'C' Bands; I told him that if they didn't work I would pay for them which was no big deal as they were £5 a pair. They did work and he kept them and bought me a beer!
They might be another link in your tolerance of or adaption to motion sickness. Good luck
I sent him to B**ts to buy some wristlets called 'C' Bands; I told him that if they didn't work I would pay for them which was no big deal as they were £5 a pair. They did work and he kept them and bought me a beer!
They might be another link in your tolerance of or adaption to motion sickness. Good luck
Join Date: May 2001
Posts: 10,815
Likes: 0
Received 0 Likes
on
0 Posts
You and me both mate still on a learning curve myself.
There is stall training and spin awareness but no spinning as such.
FI's have to demonstrate a spin in thier intial FI test but don't have to again after that and they don't have to patter it.
Commercial pilots who don't go down the FI route may have never done a spin ever.
Landing and takeoff are the application of the basic handling exercises which are the foundations of flying. If the student can look out the window and use the controls to set a picture and let the aircraft do the flying by trimming properly everything else falls into place. If the aircraft does as per the book there are no suprises left for the student. If the aircraft has by design been sedated they have only seen half the experence picture.
Anyway 90% of the stress level of the student is dictated by how confident and stressed out the instructor is. A chilled confident instructor will be able to create the same learning enviroment and the student will know. A twitchy at the controls, covering the rudder pedals not confident in thier own skills of either flying or instructing will create a stressed out learning enviroment.
BTW in no way am implying that the instructor of the OP created a stressed out enviroment, he could have been 120% maxed out and had the old white knuckle death grip on the controls. Wouldn't be the first and wouldn't be the last to do that either who then continued on to get their brown book.
There is stall training and spin awareness but no spinning as such.
FI's have to demonstrate a spin in thier intial FI test but don't have to again after that and they don't have to patter it.
Commercial pilots who don't go down the FI route may have never done a spin ever.
Landing and takeoff are the application of the basic handling exercises which are the foundations of flying. If the student can look out the window and use the controls to set a picture and let the aircraft do the flying by trimming properly everything else falls into place. If the aircraft does as per the book there are no suprises left for the student. If the aircraft has by design been sedated they have only seen half the experence picture.
Anyway 90% of the stress level of the student is dictated by how confident and stressed out the instructor is. A chilled confident instructor will be able to create the same learning enviroment and the student will know. A twitchy at the controls, covering the rudder pedals not confident in thier own skills of either flying or instructing will create a stressed out learning enviroment.
BTW in no way am implying that the instructor of the OP created a stressed out enviroment, he could have been 120% maxed out and had the old white knuckle death grip on the controls. Wouldn't be the first and wouldn't be the last to do that either who then continued on to get their brown book.
Thread Starter
Join Date: Oct 2006
Location: London
Posts: 13
Likes: 0
Received 0 Likes
on
0 Posts
Thanks for all the replies. I hope to be going for another lesson next month (this time at Biggin Hill)
I have been looking into the class 2 medical requirements on the CAA website and i am 99% certain i will fail due to my eyesight. I can only read the first 3 letters on a eye chart with my left eye even with glasses. My right eye has 20/20 vision. I think i am still able to get a NPPL though.
The class 2 medical also mentions a ECG. I suffer from occasional irregular heartbeats. Can anyone tell me if this is an issue for PPL/NPPL medicals?
Andrew
I have been looking into the class 2 medical requirements on the CAA website and i am 99% certain i will fail due to my eyesight. I can only read the first 3 letters on a eye chart with my left eye even with glasses. My right eye has 20/20 vision. I think i am still able to get a NPPL though.
The class 2 medical also mentions a ECG. I suffer from occasional irregular heartbeats. Can anyone tell me if this is an issue for PPL/NPPL medicals?
Andrew
Join Date: Apr 2008
Location: Earth
Posts: 72
Likes: 0
Received 0 Likes
on
0 Posts
The class 2 medical also mentions a ECG. I suffer from occasional irregular heartbeats. Can anyone tell me if this is an issue for PPL/NPPL medicals?
Medical Examiners Database Search | Medical | Safety Regulation
Have a look through this as well: Initial JAR Class 2 (Private Pilot) Medical Examination | Medical | Safety Regulation