I Didn't Go Solo
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I Didn't Go Solo
Forgive me if this is out of order. I've currently got 13.7 hours in my logbook in the Cessna 162 Skycatcher, and today was supposed to be the day of my first solo.
We landed after what I thought was a crap flight, and was told the inevitable: you aren't going solo today, Alexander. I was then told that my rudder work needs work on final approach.
My mind's telling me that I'm now a crappy pilot, even though it was quite bumpy this morning. Considering I've dropped my Law degree to follow the aviation path, does not going solo the first time around mean I'm a bad pilot?
We landed after what I thought was a crap flight, and was told the inevitable: you aren't going solo today, Alexander. I was then told that my rudder work needs work on final approach.
My mind's telling me that I'm now a crappy pilot, even though it was quite bumpy this morning. Considering I've dropped my Law degree to follow the aviation path, does not going solo the first time around mean I'm a bad pilot?
Hi Alex. Welcome to Pprune. 
Firstly, you must be nuts to drop a law degree to become a pilot.
Secondly, no, you just have a crapy instructor, who shouldn't have even told you that you might be going solo before the event.
Firstly, you must be nuts to drop a law degree to become a pilot.
Secondly, no, you just have a crapy instructor, who shouldn't have even told you that you might be going solo before the event.
Last edited by Mach Jump; 8th Nov 2014 at 20:08.
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Welcome Alex. I second MJ, your solo should be a low stress surprise. It has worked out for the best for you. Ask your instructor to tell when you're going solo, when you have just landed, and not before. It'll really work out better for you.
We all have days where we are not up to our best, your instructor put you on hold - perhaps the best for you. You'd rather be unhappy here today, waiting for a good first solo, than looking at an unhappy plane right now, and your first solo being bad. It'll come.
The second time I went first solo, my instructor did tell me the day before, and I really sweated it.
Hang around here for some great support in the long term. In the mean time, don't worry about solo, it'll happen fine, and for the rest of your life, you'll look back on a success and bit late, that's all - focus on the success you're going to have.....
We all have days where we are not up to our best, your instructor put you on hold - perhaps the best for you. You'd rather be unhappy here today, waiting for a good first solo, than looking at an unhappy plane right now, and your first solo being bad. It'll come.
The second time I went first solo, my instructor did tell me the day before, and I really sweated it.
Hang around here for some great support in the long term. In the mean time, don't worry about solo, it'll happen fine, and for the rest of your life, you'll look back on a success and bit late, that's all - focus on the success you're going to have.....
dear brown axle 2005 . . . . surely you are not all of nine years old?
if so maybe short legs accounts for deficient rudder work
pardon the flippancy . . .. . it is said that levity can counteract too much gravity
it may well be that you need to consider a change of instructor and/or school
if you want to PM me maybe I can point you towards some better choices
if so maybe short legs accounts for deficient rudder work
pardon the flippancy . . .. . it is said that levity can counteract too much gravity
it may well be that you need to consider a change of instructor and/or school
if you want to PM me maybe I can point you towards some better choices
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I may get slaughtered for this one but here goes,
I wouldn't worry about not soloing, if you are indeed "lazy" on the rudders perhaps you may want to get a bit more proactive upon turning final and get your heels up off the floor and feet fully onto the pedals. I sometimes give a little left /right alternate push on rudder on final to get a feel for its authority in the present conditions then leave both feet up on them to sense the alternate pressure which leaves me in a position to be proactive with it.
Caveat: I,m not an instructor, have never flown a skycatcher (but think they are cracking little planes) and I fly a taildragger where the level of rudder work needed sometimes feels like riding a bike.
I wouldn't worry about not soloing, if you are indeed "lazy" on the rudders perhaps you may want to get a bit more proactive upon turning final and get your heels up off the floor and feet fully onto the pedals. I sometimes give a little left /right alternate push on rudder on final to get a feel for its authority in the present conditions then leave both feet up on them to sense the alternate pressure which leaves me in a position to be proactive with it.
Caveat: I,m not an instructor, have never flown a skycatcher (but think they are cracking little planes) and I fly a taildragger where the level of rudder work needed sometimes feels like riding a bike.
it is fact beyond all dispute that when you are slipping in over the trees into a narrow strip with a gusty variable wind you must be on the controls
in a way markedly different to a calm and ordered approach to a nice long wide strip when it's wing commander's weather
you could compare it to the difference between sparring easily . .. having a warm up with an easy going partner . . .to the need to be right on your toes as the bell rings for round three with a thrashing machine
in a way markedly different to a calm and ordered approach to a nice long wide strip when it's wing commander's weather
you could compare it to the difference between sparring easily . .. having a warm up with an easy going partner . . .to the need to be right on your toes as the bell rings for round three with a thrashing machine
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I sure wouldn't send a student off first solo on a bumpy day! we want to get the aircraft back intact....
Don't take it personal. Do you like your instructor? enjoy flying with company. If you don't like him/her - get another one!
Don't take it personal. Do you like your instructor? enjoy flying with company. If you don't like him/her - get another one!
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I done my first solo back in july and it was sprung on me at the end of a session of circuits.
I think that had I known beforehand I would have worried about it to the point I wouldn't have felt comfortable.
I think that had I known beforehand I would have worried about it to the point I wouldn't have felt comfortable.
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I knew I was going to solo soon and over thought everything beforehand and overcontrolled with the instructor. Unsurprisingly, my instructor did not let me go. Came back the next morning, did one circuit and my instructor hopped out and told me to have fun and it was. Don't worry and go with it.
we want to get the aircraft back intact
which of course makes
the more sensible. When/where I learned, first solo was often just before sunset, because there is often less wind then.
I sure wouldn't send a student off first solo on a bumpy day!
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Use the experience to cultivate resilience, and be thankful that your instructor puts safety above other pressures. You're presumably at least a tertiary-equivalent CPL student or similar, and should be actively involved in managing your own training and destiny. No problem putting a strawman plan on the table, including a possible solo session. As Fantome said, you're not 9 years old - don't expect spoon feeding, and work with your instructor to make it all happen when you've reached the required standard and the conditions are suitable.
In any career things won't always go as planned, and flexibility and the ability to bounce back are important life skills. Professional aviation, of all careers, surely needs resilience in bucket loads.
In any career things won't always go as planned, and flexibility and the ability to bounce back are important life skills. Professional aviation, of all careers, surely needs resilience in bucket loads.
that's a fair comment tecman . .. but it is probably more correct to say . .
that a career in aviation requires a resilience not as a rule encountered in too many other walks of life . .. except working on psych wards . .. . ambos and police at accident and crime scenes . .. . enduring close encounters with certain mongrels and retards in specific government departments . .. . . and . .
..... contending with the mother-in-law on a daily basis
I'd also say to Mr Axle . . .. . like mastering the golf swing. . . put all the effort you find you require into grasping the basics . .
then after a few lessons start sitting in the aeroplane . . wherever she is parked . . . and with your hands resting lightly on the controls go over and over a sequence until it becomes to some degree second nature. This is an exercise that many pupils going way way back have found most beneficial. At its most effective it is a meditative exercise blending into future
higher and higher plateaus of achievement . . and satisfaction.
Mary M will not object if I give another plug for gliding as the ultimate form of aviating close to the essence and near to nature experience. Once you make the transition from 'the nursery slopes' and find yourself strapped into a well mannered little single seater on a day full of lovely wide smooth thermals carrying you up up and away . . well others have described it better than I ever could . .(Philip Wills 'On Being a Bird') . . but it is a kind of nirvana. DO IT. to leave it too late is not a pleasant prospect. You will. . as it has been so often remarked. . . be a much better pilot than he who has not taken this road
here endeth the lesson
that a career in aviation requires a resilience not as a rule encountered in too many other walks of life . .. except working on psych wards . .. . ambos and police at accident and crime scenes . .. . enduring close encounters with certain mongrels and retards in specific government departments . .. . . and . .
..... contending with the mother-in-law on a daily basis
I'd also say to Mr Axle . . .. . like mastering the golf swing. . . put all the effort you find you require into grasping the basics . .
then after a few lessons start sitting in the aeroplane . . wherever she is parked . . . and with your hands resting lightly on the controls go over and over a sequence until it becomes to some degree second nature. This is an exercise that many pupils going way way back have found most beneficial. At its most effective it is a meditative exercise blending into future
higher and higher plateaus of achievement . . and satisfaction.
Mary M will not object if I give another plug for gliding as the ultimate form of aviating close to the essence and near to nature experience. Once you make the transition from 'the nursery slopes' and find yourself strapped into a well mannered little single seater on a day full of lovely wide smooth thermals carrying you up up and away . . well others have described it better than I ever could . .(Philip Wills 'On Being a Bird') . . but it is a kind of nirvana. DO IT. to leave it too late is not a pleasant prospect. You will. . as it has been so often remarked. . . be a much better pilot than he who has not taken this road
here endeth the lesson
Last edited by Fantome; 8th Nov 2014 at 20:36.
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Sorry hear about the MIL Fantome...not one of my challenges, fortunately. If the situation deteriorates below minimums I suppose there's always an alternate in the great flight plan of life.
For the OP, I had in mind the career management side of aviation, particularly in the early stages when the rejection letters often come thick and fast.
Indeed, set-backs and challenges are universal.
For the OP, I had in mind the career management side of aviation, particularly in the early stages when the rejection letters often come thick and fast.
Indeed, set-backs and challenges are universal.
Reminds me of a medical friend. When she started her specialisation (Paediatrics), the students were hit with an exam that most of them failed. Being the cream of the crop, most of them had never failed an exam before, and fell into a slough of despair. It was then explained to them that the whole purpose was to teach them that a single failure was not the end of the world, and they would meet many 'failures' that they would have to overcome.
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Thinking about the OP, I am bouyed at the thought that an instructor is requiring better use of the rudder. The least considered flight control needs all the attention it can get. Of course, not being there, I don't really know what the instructor said about the rudder, but I hardly expect that the instructor commented on incorrect rudder use so as to suggest it should be worse!
Alex said:
Without wanting to seem negative, and with due respect Alex - you're not a pilot yet, so you can't be a good or bad one yet - relax! I know licensed persons with hundreds of hours logged, who aren't "pilots" yet, they are still just drivers (often 'cause they are really sloppy on the rudder!). If you walked into a courtroom articling for a lawyer, they are not going to call you a lawyer yet, nor expect you to be a pro. Even when you are out on your own in court, you'll still have some very experience lawyers with holding their buy in to your skill. Aviation is the same, give it a chance....
If Alex has the patience for law, and all the overly formal and pretentious goings on with that profession, aviation should be easy to withstand.
You are going to spend a lot of your hours flying a plane, realizing that you could have done better, get used to it. The rest of us have or are!
Wait until you have thousands of hours, and you bounce a landing in front of everyone - and you, and they know that you should have done way better than that! You're at the very front of a long path of learning, and having to rethink you perception of your skills.
Listen to your instructor, and give it time....
Alex said:
.....I've currently got 13.7 hours ...... I'm now a crappy pilot.... I'm a bad pilot?
If Alex has the patience for law, and all the overly formal and pretentious goings on with that profession, aviation should be easy to withstand.
You are going to spend a lot of your hours flying a plane, realizing that you could have done better, get used to it. The rest of us have or are!
Wait until you have thousands of hours, and you bounce a landing in front of everyone - and you, and they know that you should have done way better than that! You're at the very front of a long path of learning, and having to rethink you perception of your skills.
Listen to your instructor, and give it time....
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My farewell flight in GOFER....
Step Turn reminded me of my last bounce in a Supercub! After all those hours and all those landings, and with all those spectators at White Waltham, with the London Aeroclub Chief Flying Instructor in the back seat, it was alas, three arrivals for the price of one!
Nothing like a taildragger to teach humility.
Approaching senility, the sensible thing to do was to sell my darling GOFER, which had been the towplane at Shenington Gliding Club since 1988. Still young at heart, GOFER had been built in Pennsylvania in 1977, and been kept in Arizona, the very driest place to preserve an aircraft. But with only 200 hours on the clock in ten years, another decay set in, and when my baby was boxed and sent to Britain, it arrived with a magnetised airframe, AND metal in the oil filter. All the instruments had to be relocated. And the engine had to go through a major overhaul, cylinders rebored, pistons reringed, etc etc. A year went by before all these works were accomplished.
The good news was that this repair to the engine effectively turned a 150 cub into one with the performance of a 160. In short, a very effective glider tug. We tug pilots get a lot of practice doing takeoffs and landings.
Most of my landings were adequate.
So on that final farewell flight, myself and the White Waltham CFI flew to Shenington for a picnic lunch. I was so at home at Shenington, I was quite cocky about the tow pilot style circuit and approach and PERFECT touchdown.
We enjoyed our sandwiches in the sunshine, then took off to return to WW.
Where all the WW pilots were enjoying the sunshine, and commenting on the assortments of skill displayed....I wanted so badly to make that last landing as perfect as the penultimate....
The CFI in the back said nothing, he didn't have to. Three bounces before my baby settled down. One final reminder that perfection is hard to achieve every time, even after 3,000 hours.
Nothing like a taildragger to teach humility.
Approaching senility, the sensible thing to do was to sell my darling GOFER, which had been the towplane at Shenington Gliding Club since 1988. Still young at heart, GOFER had been built in Pennsylvania in 1977, and been kept in Arizona, the very driest place to preserve an aircraft. But with only 200 hours on the clock in ten years, another decay set in, and when my baby was boxed and sent to Britain, it arrived with a magnetised airframe, AND metal in the oil filter. All the instruments had to be relocated. And the engine had to go through a major overhaul, cylinders rebored, pistons reringed, etc etc. A year went by before all these works were accomplished.
The good news was that this repair to the engine effectively turned a 150 cub into one with the performance of a 160. In short, a very effective glider tug. We tug pilots get a lot of practice doing takeoffs and landings.
Most of my landings were adequate.
So on that final farewell flight, myself and the White Waltham CFI flew to Shenington for a picnic lunch. I was so at home at Shenington, I was quite cocky about the tow pilot style circuit and approach and PERFECT touchdown.
We enjoyed our sandwiches in the sunshine, then took off to return to WW.
Where all the WW pilots were enjoying the sunshine, and commenting on the assortments of skill displayed....I wanted so badly to make that last landing as perfect as the penultimate....
The CFI in the back said nothing, he didn't have to. Three bounces before my baby settled down. One final reminder that perfection is hard to achieve every time, even after 3,000 hours.
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Couple of thoughts - lots of people fail their skills test first time round - that doesn't mean they are crap pilots - just that they need to work on something - most work on that something and go back and pass.
Second - don't be in a rush to lose your instructor, especially if there are things you need to brush up on. You mention something else in your post "it was quite bumpy this morning". Think about the instructors view - he/she needs to be 100% confident that you have everything lined up for a successful first solo - that's a lot of weight on their shoulders as well as yours.
I expect "quite bumpy" and some rudder practice, just tipped the balance. Go practice, go solo, do your exams, XC, skills test and enjoy
Second - don't be in a rush to lose your instructor, especially if there are things you need to brush up on. You mention something else in your post "it was quite bumpy this morning". Think about the instructors view - he/she needs to be 100% confident that you have everything lined up for a successful first solo - that's a lot of weight on their shoulders as well as yours.
I expect "quite bumpy" and some rudder practice, just tipped the balance. Go practice, go solo, do your exams, XC, skills test and enjoy
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Hi Alex, my guess is that your first solo will occur when....
The wind is calm, or less than 5 knots straight down the runway.
The cloud is either CAVOK, or better than few at 3000ft.
Visibility is 9999s.
No discernible thermal activity.
Get the idea? btw. Those conditions are not so common in UK !
The wind is calm, or less than 5 knots straight down the runway.
The cloud is either CAVOK, or better than few at 3000ft.
Visibility is 9999s.
No discernible thermal activity.
Get the idea? btw. Those conditions are not so common in UK !