To the Sky: PanzerCommanders PPL blog
Discussion
Flight 9: 05/06/15 last of the stalls, onto circuits
Other than being a bit windy the day was lovely other than a small amount of haze. The lesson started with moving the aircraft from the grass parking area onto the apron so that it could be re-fuelled, then no messing straight into the air. A few minutes in cruise out to the northwest training area to do the last few practices with power on stalls and flaps deployed after a few practices at that, the same HASELL and HELL checks used as on previous lessons. I won’t go into any more details on that manoeuvre as I covered it on the previous post, anyway once John was happy we headed back to Humberside for some circuit practice.
Our approach was interrupted with “Cessna Golf Papa Juliet the grass cutting machines are back tracking down runway two zero please orbit at your current location” I put the aircraft into a steady left hand turn around a village, after three orbits of the village (the love it they do, they love it - honest). And Humberside tower describing the grass cutters speed as “a snail’s pace” I turned back towards the airfield.
On the first approach and landing I followed John through on the controls as the wind had moved around and was a fairly stiff crosswind, he demonstrated a cross wind landing and he demonstrated a cross wind landing and as soon as the wheels touched the ground I was passed control back, John brought the flaps up and I accelerated away and took off again. Climbing to 500ft I then turned left as per the ATC instruction onto the crosswind leg and once at 1000ft turned left again onto the downwind leg of the circuit. The downwind leg of the circuit is the section that you fly parallel to the runway but going in the opposite (180 degrees to) direction to the takeoff and landing direction. The C150 is trimmed for normal cruise speed 80 to 83 knots, then we report downwind as we pass the runway threshold. Once given clearance to land we begin the pre landing checklists:
Carb Heat - ON
Brakes - off
Undercarriage down and locked (it’s fixed on the C150)
Mixture – Rich
Fuel – on and sufficient for a go-around
Temps and Pressures – Normal
Hatches and Harnesses – Secure/tight
Carb Heat off
When we turn onto base another 90 degree left turn and 180 degrees to the crosswind leg, now the descent for landing starts, carb heat to hot, reduce power and trim for a 500fpm descent. Just before the turn onto final the flaps go to 10 degrees and re-trim. I turned onto final approach and with permission to land given the flaps went to 20 degrees, I extended the landing approach to land a bit further down the runway at the behest of John to clear any potential rotorwash turbulence from a Helicopter sat waiting to depart (as his power setting is unknown you treat all helicopters that are live as if they are hovering i.e. generating a lot of turbulence from the rotors an uneventful bump and go and I took off again. The same procedure repeated except we were instructed to perform a right circuit as the helicopter (AS365 Dauphin) was departing to the left (probably heading out to the North Sea oil rigs). The only difference with this fight is for reasons only known to my subconscious I kicked the aircraft straight (as we had a cross wind the nose is not pointing down the runway) early and incurred a b
king from John – oops. Still no bounce and it was a smooth enough landing. One hour and five minutes and three landings 
My learning curve is going to steepen over the next few lessons as I start handling the radios and doing pre-landing checks without being prompted, getting ever closer to that first solo.
Other than being a bit windy the day was lovely other than a small amount of haze. The lesson started with moving the aircraft from the grass parking area onto the apron so that it could be re-fuelled, then no messing straight into the air. A few minutes in cruise out to the northwest training area to do the last few practices with power on stalls and flaps deployed after a few practices at that, the same HASELL and HELL checks used as on previous lessons. I won’t go into any more details on that manoeuvre as I covered it on the previous post, anyway once John was happy we headed back to Humberside for some circuit practice.
Our approach was interrupted with “Cessna Golf Papa Juliet the grass cutting machines are back tracking down runway two zero please orbit at your current location” I put the aircraft into a steady left hand turn around a village, after three orbits of the village (the love it they do, they love it - honest). And Humberside tower describing the grass cutters speed as “a snail’s pace” I turned back towards the airfield.
On the first approach and landing I followed John through on the controls as the wind had moved around and was a fairly stiff crosswind, he demonstrated a cross wind landing and he demonstrated a cross wind landing and as soon as the wheels touched the ground I was passed control back, John brought the flaps up and I accelerated away and took off again. Climbing to 500ft I then turned left as per the ATC instruction onto the crosswind leg and once at 1000ft turned left again onto the downwind leg of the circuit. The downwind leg of the circuit is the section that you fly parallel to the runway but going in the opposite (180 degrees to) direction to the takeoff and landing direction. The C150 is trimmed for normal cruise speed 80 to 83 knots, then we report downwind as we pass the runway threshold. Once given clearance to land we begin the pre landing checklists:
Carb Heat - ON
Brakes - off
Undercarriage down and locked (it’s fixed on the C150)
Mixture – Rich
Fuel – on and sufficient for a go-around
Temps and Pressures – Normal
Hatches and Harnesses – Secure/tight
Carb Heat off
When we turn onto base another 90 degree left turn and 180 degrees to the crosswind leg, now the descent for landing starts, carb heat to hot, reduce power and trim for a 500fpm descent. Just before the turn onto final the flaps go to 10 degrees and re-trim. I turned onto final approach and with permission to land given the flaps went to 20 degrees, I extended the landing approach to land a bit further down the runway at the behest of John to clear any potential rotorwash turbulence from a Helicopter sat waiting to depart (as his power setting is unknown you treat all helicopters that are live as if they are hovering i.e. generating a lot of turbulence from the rotors an uneventful bump and go and I took off again. The same procedure repeated except we were instructed to perform a right circuit as the helicopter (AS365 Dauphin) was departing to the left (probably heading out to the North Sea oil rigs). The only difference with this fight is for reasons only known to my subconscious I kicked the aircraft straight (as we had a cross wind the nose is not pointing down the runway) early and incurred a b
king from John – oops. Still no bounce and it was a smooth enough landing. One hour and five minutes and three landings My learning curve is going to steepen over the next few lessons as I start handling the radios and doing pre-landing checks without being prompted, getting ever closer to that first solo.
I'm enjoying this. Very well written; the detail you remember is quite astonishing.
I got to roughly where you were/are, maybe a few hours more, and GAVE UP! FFS!
TBF, business pressures at the time...Blah Blah.
At the (my) time 'stalls and spins' were optional. No st. you could tag it on at the end of your 40 hours, or not. It wasn't a requirement.
So. Lesson 4. I live in Glasgow (at the time) but am flying out of Edinburgh, Turnhouse. Always wise to make a weather-check phone call before you set off. For those of you who don't know, two completely different weathers just 50 miles apart. The report is 'ok,ish' ...always the optomist!
Get there and it's GREY. Low grey. Not good for instruction as per the course, but seeing my disappointment, instructor asks if I fancy tagging-on 'Stalls & Spins' ?? Eh?? Lots of flying techie stuff comes at me (only been up 3 times before mind) and I hear myself saying 'Sure, of course'.
Here's what I remember.
Bits of the HASSELL stuff; all going completely over my 3 hour virginal head. And we're heading upwards.
Throttle off, pulling back on stick, stall warning going progressivly nuts, airframe shaking (screaming at you that you're obviously doing something STUPIDLY wrong) ....and my perspective changing.
From looking at the sky, to the horizon, to planet earth in about 2 seconds.
Think dart. Heavy at the front, floaty at the back. Getting faster....
And then the spinning... 'Stalls and SPINS!'
I compared it to being trapped in the scariest amusement ride ever, except that you weren't attached to anything on the planet, and I hadn't a fecking clue where reality was..... Just spinning and the ground getting closer.
And him next to me laughing. Joyously.
Terrified. But fecking orgasmic!
I got to roughly where you were/are, maybe a few hours more, and GAVE UP! FFS!
TBF, business pressures at the time...Blah Blah.
At the (my) time 'stalls and spins' were optional. No s
t. you could tag it on at the end of your 40 hours, or not. It wasn't a requirement.So. Lesson 4. I live in Glasgow (at the time) but am flying out of Edinburgh, Turnhouse. Always wise to make a weather-check phone call before you set off. For those of you who don't know, two completely different weathers just 50 miles apart. The report is 'ok,ish' ...always the optomist!
Get there and it's GREY. Low grey. Not good for instruction as per the course, but seeing my disappointment, instructor asks if I fancy tagging-on 'Stalls & Spins' ?? Eh?? Lots of flying techie stuff comes at me (only been up 3 times before mind) and I hear myself saying 'Sure, of course'.
Here's what I remember.
Bits of the HASSELL stuff; all going completely over my 3 hour virginal head. And we're heading upwards.
Throttle off, pulling back on stick, stall warning going progressivly nuts, airframe shaking (screaming at you that you're obviously doing something STUPIDLY wrong) ....and my perspective changing.
From looking at the sky, to the horizon, to planet earth in about 2 seconds.
Think dart. Heavy at the front, floaty at the back. Getting faster....
And then the spinning... 'Stalls and SPINS!'
I compared it to being trapped in the scariest amusement ride ever, except that you weren't attached to anything on the planet, and I hadn't a fecking clue where reality was..... Just spinning and the ground getting closer.
And him next to me laughing. Joyously.
Terrified. But fecking orgasmic!
Sounds like fun, wouldn't have liked to do spins with no horizon though (well not training at least). Sadly we don't get to go full spin; only to the incipient spin and then recover, the CAA has banned full spins (I am not sure whether that's a good thing or not).
You are right about the stall warner and the airframe (though the C150 doesn't shake that much) you'd have to be an idiot or dead/unconscious to stall the C150 unintentionally as you get the warning long before the nose drops.
You are right about the stall warner and the airframe (though the C150 doesn't shake that much) you'd have to be an idiot or dead/unconscious to stall the C150 unintentionally as you get the warning long before the nose drops.
Flight 10: 07/06/15 First full session of circuits
I arrived at the airfield early as I had a bit of a longer briefing for the full circuit detail and I had the Humber Flying Club Air Law Exam.
The HFC air law exam is an internal exam that unless you take the actual air law exam has to be taken before first solo as there is now no requirement to take the real thing before first solo anymore and John calls it a duty of care to ensure that you know what you are doing. It took me around five minutes to answer the 20 question paper, getting 85% (17/20) correct, the pass mark being 15/20 or 75% I’m happy with that so now there is only me and my practical training standing in the way of going solo.
Onto the flight then, it was the first flight of the day for Papa Juliet, so full A checks were in order and thankfully the grass on the light aircraft parking area had finally been cut. The normal pre-flight checks which I am getting quicker but no less thorough at, in the interests of getting going John checked the oil and the fuel drains whilst I got on with the rest of the checks.
The wind was a bit cross for the main runway so we taxied out to runway two-six down the grass runway and waited as instructed at holding point Hotel (H) for a PA-28 (also doing circuits) to do its touch and go before back tracking down two-six to turn around and take off, full throttle and we were away initially for a right hand circuit to allow traffic to clear runway two-zero where for the first time ever I caught a glimpse of the local police helicopter from above as the pilot was landing (land on the runway and hover-taxi to the heli-pad; makes sense
). Anyway back on with the circuit the base leg was a bit long as we had to fly out over elsham so the CBUMFTHC check:
Carb Heat - ON
Brakes - off
Undercarriage down and locked (it’s fixed on the C150)
Mixture – Rich
Fuel – on and sufficient for a go-around
Temps and Pressures – Normal
Hatches and Harnesses – Secure/tight
Carb Heat off
came slightly early as the downwind leg was a bit further away from the runway, anyway, on to the landing; carb heat to hot, power 1700rpm flaps 10degrees and trim for 75 knots (86mph) the idea is to turn onto final at around 650 to 600ft as I am levelling out on final approach flaps go to 20 degrees and I trim for an over the fence speed of around 60-65 knots, runway 26 is quite short so you need to be in on the numbers. Carb air goes cold at 200ft and chop the power when you know you are in. I managed that but incurred a telling off for throttling up early (John is still handling brining the flaps up at this point) but we were away again and into the climb for another circuit, a normal left circuit this time, John did a demonstration on when to throttle up after touch-down (flaps up) and handed control back to me. Four more circuits later I taxied the aircraft back to the grass parking and shut down.
I am still gripping the controls to tightly which means I am being heavy on them, I am getting better but I guess that will come with time, hopefully fairly soon because John isn’t going to trust me to go solo with his pension otherwise.
The work load in the circuit is very high, I’d describe it as intense at the moment, I assume as more and more things become second nature it will get easier, though using the radio still hasn’t been added yet. This is going to get a lot more challenging before I go solo.
I arrived at the airfield early as I had a bit of a longer briefing for the full circuit detail and I had the Humber Flying Club Air Law Exam.
The HFC air law exam is an internal exam that unless you take the actual air law exam has to be taken before first solo as there is now no requirement to take the real thing before first solo anymore and John calls it a duty of care to ensure that you know what you are doing. It took me around five minutes to answer the 20 question paper, getting 85% (17/20) correct, the pass mark being 15/20 or 75% I’m happy with that so now there is only me and my practical training standing in the way of going solo.
Onto the flight then, it was the first flight of the day for Papa Juliet, so full A checks were in order and thankfully the grass on the light aircraft parking area had finally been cut. The normal pre-flight checks which I am getting quicker but no less thorough at, in the interests of getting going John checked the oil and the fuel drains whilst I got on with the rest of the checks.
The wind was a bit cross for the main runway so we taxied out to runway two-six down the grass runway and waited as instructed at holding point Hotel (H) for a PA-28 (also doing circuits) to do its touch and go before back tracking down two-six to turn around and take off, full throttle and we were away initially for a right hand circuit to allow traffic to clear runway two-zero where for the first time ever I caught a glimpse of the local police helicopter from above as the pilot was landing (land on the runway and hover-taxi to the heli-pad; makes sense
). Anyway back on with the circuit the base leg was a bit long as we had to fly out over elsham so the CBUMFTHC check:Carb Heat - ON
Brakes - off
Undercarriage down and locked (it’s fixed on the C150)
Mixture – Rich
Fuel – on and sufficient for a go-around
Temps and Pressures – Normal
Hatches and Harnesses – Secure/tight
Carb Heat off
came slightly early as the downwind leg was a bit further away from the runway, anyway, on to the landing; carb heat to hot, power 1700rpm flaps 10degrees and trim for 75 knots (86mph) the idea is to turn onto final at around 650 to 600ft as I am levelling out on final approach flaps go to 20 degrees and I trim for an over the fence speed of around 60-65 knots, runway 26 is quite short so you need to be in on the numbers. Carb air goes cold at 200ft and chop the power when you know you are in. I managed that but incurred a telling off for throttling up early (John is still handling brining the flaps up at this point) but we were away again and into the climb for another circuit, a normal left circuit this time, John did a demonstration on when to throttle up after touch-down (flaps up) and handed control back to me. Four more circuits later I taxied the aircraft back to the grass parking and shut down.
I am still gripping the controls to tightly which means I am being heavy on them, I am getting better but I guess that will come with time, hopefully fairly soon because John isn’t going to trust me to go solo with his pension otherwise.
The work load in the circuit is very high, I’d describe it as intense at the moment, I assume as more and more things become second nature it will get easier, though using the radio still hasn’t been added yet. This is going to get a lot more challenging before I go solo.
I haven't forgotten about this thread, weather this weekend caused the cancellation of both lessons I had booked, Friday was supposed to be good but the sun didn't manage to burn off the clouds and clear the air - result ~500ft cloud ceiling which means no flying for me.
Saturday was much the same but with rain thrown into the mix just for added annoyance - hopefully Friday will be better, still I have my new copy of X-Plane 10 to keep me amused, though it doesn't help with the flying part it does help with memorising the various procedures (FREDA, CBUMFTHC, HASSELL et al).
Saturday was much the same but with rain thrown into the mix just for added annoyance - hopefully Friday will be better, still I have my new copy of X-Plane 10 to keep me amused, though it doesn't help with the flying part it does help with memorising the various procedures (FREDA, CBUMFTHC, HASSELL et al).
Flight number 11 19/06/15: my second session on circuits
I'm now 11 hours into my PPL and things are starting to slot into place my second lesson on circuits today, flying left and right hand circuits on the shorter and narrower runway 26. After a forty five minute delay due to a PA-28 developing a flat tyre and having to be moved from the runway it was time for the first take-off and then circuit and landing, repeated six times. Sounds dull, far from it, though less intense than the first circuit detail I did two weeks ago the only time you have to collect your thoughts is on the down wind leg post CBUMFTHC checks as you watch for your turn point onto Base then you are back on it again as you set the aircraft up for the descent to the runway.
The diagram at the bottom (not mine) will explain what I am talking about in terms of downwind and base legs.
My next lesson will include an aborted take-off, an aborted landing (go-around) and shifting the focus of using the radios onto me (yikes - time to get that 'classic' pilots radio voice perfected) and a few more circuits and according to John I will then be about ready for my first solo.
I'm now 11 hours into my PPL and things are starting to slot into place my second lesson on circuits today, flying left and right hand circuits on the shorter and narrower runway 26. After a forty five minute delay due to a PA-28 developing a flat tyre and having to be moved from the runway it was time for the first take-off and then circuit and landing, repeated six times. Sounds dull, far from it, though less intense than the first circuit detail I did two weeks ago the only time you have to collect your thoughts is on the down wind leg post CBUMFTHC checks as you watch for your turn point onto Base then you are back on it again as you set the aircraft up for the descent to the runway.
The diagram at the bottom (not mine) will explain what I am talking about in terms of downwind and base legs.
My next lesson will include an aborted take-off, an aborted landing (go-around) and shifting the focus of using the radios onto me (yikes - time to get that 'classic' pilots radio voice perfected) and a few more circuits and according to John I will then be about ready for my first solo.
Edited by PanzerCommander on Friday 19th June 19:24
Flight number 12, 21/06/15: wind, wind and more wind
We managed just 30 minutes and two circuits today as the wind was gusting quite badly, and as its strength appeared to increase throughout the short flight the decision was made to call the lesson off and return to the club office for a bru.
I was hoping that today was going to be first solo day but the wind was quite horrific so the agenda was going to be practising flap less landings, only one very slight bounce the second one was pretty good; all experience is good experience in my book, though it’s hard to learn when you are fighting it all the time which is why on the second circuit the landing was a full stop.
We shall see what Thursday the 25th brings as I have a couple more lessons booked in then.
We managed just 30 minutes and two circuits today as the wind was gusting quite badly, and as its strength appeared to increase throughout the short flight the decision was made to call the lesson off and return to the club office for a bru.
I was hoping that today was going to be first solo day but the wind was quite horrific so the agenda was going to be practising flap less landings, only one very slight bounce the second one was pretty good; all experience is good experience in my book, though it’s hard to learn when you are fighting it all the time which is why on the second circuit the landing was a full stop.
We shall see what Thursday the 25th brings as I have a couple more lessons booked in then.
kurt535 said:
Good call by your instructor to abandon flying yesterday! X winds were gusting to add to the fun plus bad rotors to boot if they first hit hangars before reaching you as you landed. Wasn't pretty!
Indeed, I think I'd have made the same call as soon as we were on the ground again as it wasn't nice out at all, I'm just wasting money trying to learn in those conditions.Flight number 13, 25/06/15: Better weather
The weather was considerably better today than Sunday, warm slightly humid with light winds good visibility and a nice cloud ceiling.
Today was another lesson on circuits with a practice go around and a practice engine failure after takeoff. Fairly routine circuits, some right hand some left hand all bits and pieces that I have spoken about before. The practice engine failure after take-off was an eye opener as to just how quickly things go from a nice climb to “better go for that field” I think I’d be able to handle it but hope I never have to, the checklist comes at you fast, is a variation of the CBUMFTHC check but shutting the fuel off, making sure the mixture is lean, mags off and throttle closed, and electrical off. Naturally we went through the drill without switching anything off (that would turn a simulated emergency into a real one
). The go-around was fairly simple, at 50ft AGL throttle up, bring the flaps up as the speed increases and climb away and go around again, simple but you have to know how to do it should you need to abort the landing.I’m certainly feeling more confident at this point, and I have noticed that John isn’t following me through on the controls until I am over the threshold (buy the last one he was nowhere near the controls), other than a couple of light bounces the lesson went well.
Flight number 14, 25/06/15: It is time
As I have the day off work I booked in two lessons and after an hour and a half on the ground having some lunch we were back out at the aircraft doing the pre-takeoff checks, it had gotten warmer and the doors stayed open as long as we could keep them open.
Back onto circuits again, with a practice engine failure just after takeoff to come and an aborted landing, I am also handling the radio calls (downwind, finals, cleared to land etc.) now for the circuit work. Five circuits including one power failure at 250ft and a practice aborted takeoff, which is as simple as it sounds, close the throttle and then begin applying the brakes to bring the aircraft to a stop.
Then it was my turn, John radioed the tower to inform them of a crew change, that’s right my first solo was upon me.
I waited for John to get clear and commenced my pre-takeoff checks, and then I radioed the tower to inform them I was ready to depart. The next few minutes were one of the most incredible things I have ever done, after waiting a couple of minutes for wake turbulence I opened the throttle and I was away. The aircraft lept into the air with only me onboard and I was at circuit height much faster than I normally would be (maintaining the same climb speed the vertical speed is a little higher with only me onboard).
Once trimmed out for level flight at 1000ft I turned parallel with the runway and after completing my CBUMFTHC checks I made my downwind call to the tower. Prior to turning onto base I had a few moments to take in what I was doing before it was time to turn onto the base leg and bring her in. I was on final approach before I knew it, having to make slight adjustments on the power to keep the attitude correct for landing. Followed by a nice gentle touch down, the first time I have landed smack on the centre line and bang on the numbers, I exited the runway and parked on the grass as normal.
John was there to congratulate me and take a photo for the club facebook page.
The learning curve flattens somewhat for a while now I have advanced handling techniques to come next.
As I have the day off work I booked in two lessons and after an hour and a half on the ground having some lunch we were back out at the aircraft doing the pre-takeoff checks, it had gotten warmer and the doors stayed open as long as we could keep them open.
Back onto circuits again, with a practice engine failure just after takeoff to come and an aborted landing, I am also handling the radio calls (downwind, finals, cleared to land etc.) now for the circuit work. Five circuits including one power failure at 250ft and a practice aborted takeoff, which is as simple as it sounds, close the throttle and then begin applying the brakes to bring the aircraft to a stop.
Then it was my turn, John radioed the tower to inform them of a crew change, that’s right my first solo was upon me.
I waited for John to get clear and commenced my pre-takeoff checks, and then I radioed the tower to inform them I was ready to depart. The next few minutes were one of the most incredible things I have ever done, after waiting a couple of minutes for wake turbulence I opened the throttle and I was away. The aircraft lept into the air with only me onboard and I was at circuit height much faster than I normally would be (maintaining the same climb speed the vertical speed is a little higher with only me onboard).
Once trimmed out for level flight at 1000ft I turned parallel with the runway and after completing my CBUMFTHC checks I made my downwind call to the tower. Prior to turning onto base I had a few moments to take in what I was doing before it was time to turn onto the base leg and bring her in. I was on final approach before I knew it, having to make slight adjustments on the power to keep the attitude correct for landing. Followed by a nice gentle touch down, the first time I have landed smack on the centre line and bang on the numbers, I exited the runway and parked on the grass as normal.
John was there to congratulate me and take a photo for the club facebook page.
The learning curve flattens somewhat for a while now I have advanced handling techniques to come next.
Edited by PanzerCommander on Thursday 25th June 16:57
Radio work horrified me, I nearly walked out of my practical exam as I simply didn't know what to do in terms of relaying the mayday.
In simple terms radio is - Who you are, where you are and what do you want. Remember those 3 things and you'll be fine. It also helps visiting ATC and seeing that they're human and want to help. I've had visits to Swanwick & more recently Wattisham and they really put you at ease.
In simple terms radio is - Who you are, where you are and what do you want. Remember those 3 things and you'll be fine. It also helps visiting ATC and seeing that they're human and want to help. I've had visits to Swanwick & more recently Wattisham and they really put you at ease.
ATC are indeed human. I flew into an A/G field yesterday and called them to say hello, what r/w in use etc and the lovely chappie passed the info then informed me he was off to lunch and mind the wind shear on finals. I love love grass roots aviation. My flying colleague was horrified as he prefers 1000m tarmac, PAPI's etcetc
Good effort going solo! Don't let the exams run away from you?
Good effort going solo! Don't let the exams run away from you?
Thanks guys
I had another lesson today which was circuit consolidation 3 circuits with John observing then three solo touch and goes (full report to follow).
I have a plan for the theory exams so don't worry they are not going to get away from me, night school is back on and we are doing Human Performance and Limitations once that is complete, I intend to revise Air Law, Operational Principles and Human Performance and Limitations and get those three out of the way in the first ten day sitting.
I'll then get aircraft technical and principles of flight out of the way after that. leaving me four sittings to do the four remaining exams (if all goes to plan).
Once the Human Performance and Limitations part of the night school is complete we are moving onto radio (theory and practical) and John does organise trips to ATC so we can see what they do and put faces to the voices that come through the headsets.
I had another lesson today which was circuit consolidation 3 circuits with John observing then three solo touch and goes (full report to follow).
I have a plan for the theory exams so don't worry they are not going to get away from me, night school is back on and we are doing Human Performance and Limitations once that is complete, I intend to revise Air Law, Operational Principles and Human Performance and Limitations and get those three out of the way in the first ten day sitting.
I'll then get aircraft technical and principles of flight out of the way after that. leaving me four sittings to do the four remaining exams (if all goes to plan).
Once the Human Performance and Limitations part of the night school is complete we are moving onto radio (theory and practical) and John does organise trips to ATC so we can see what they do and put faces to the voices that come through the headsets.
Flight 15, 29/06/15: Circuit consolidation
After my first successful solo my next lesson was more circuit work, this time with less instructor input. He sat there for three circuits watching me doing the flying. I keep a running commentary going during the manoeuvring which I do for my own benefit as much as Johns because it allows him to hear what I am thinking as I am going around the circuit.
After three successful observed circuits (me handling the retraction of the flaps just before the take-off) John left the aircraft and went and sat in the light aircraft park to watch me as I fly around. The first circuit went well, it’s getting less of a surprise now as to how much differently the aircraft handles without John on board, the climb rate is startling in comparison. I ballooned on landing a bit, other than that it was a good landing, I could have held the nose off a little longer, though I was soon throttle up, flaps up and taking off again – the process is much more hurried (or seems so) as the aircraft accelerates much faster with only me on board. I held for a single right orbit to keep the spacing with some departing traffic before re-establishing myself on the base leg and made another landing, I held the nose off a little longer this time which slowed the aircraft a bit more, making the throttle up, flaps up sequence less hurried, though I didn’t relax the back pressure enough and it lifted the nose wheel a little resulting in a slightly squirrely take off whilst I lowered it, I had to hold in a right orbit again just before the base leg as the usual KLM flight was inbound; the total hold time cost me 15 minutes extra (more seat time is no bad thing though I’d rather have the seat time learning new things rather than orbiting a fixed point – I’ll be an expert at flying in circles in no time
) I maintained a 1000ft orbit at around 15 degrees of bank before finally being cleared to re-establish my pattern. The final landing was the best of the bunch and I taxied in and parked up.
John didn’t seem too bothered about the nose wheel lift and slightly squirrely take off; I think because I recognised my mistake and corrected it and proved I was paying attention because I knew exactly what I had done and didn’t try and bullst my way through it when I gave my debrief at the end of the flight.
Night school has returned on the Monday nights with Human Performance & Limitations, now I have a reasonable knowledge of Air Law and Operational Principles I intend to get Air Law, Operational Principles and Human Performance & Limitations exams out of the way in the next month or so as I don’t want the flying hours to run away too much ahead of the exams. Once the Human Performance & Limitations ground school is complete it’s on to the Radio ground school which includes theory and the R/T practical.
After my first successful solo my next lesson was more circuit work, this time with less instructor input. He sat there for three circuits watching me doing the flying. I keep a running commentary going during the manoeuvring which I do for my own benefit as much as Johns because it allows him to hear what I am thinking as I am going around the circuit.
After three successful observed circuits (me handling the retraction of the flaps just before the take-off) John left the aircraft and went and sat in the light aircraft park to watch me as I fly around. The first circuit went well, it’s getting less of a surprise now as to how much differently the aircraft handles without John on board, the climb rate is startling in comparison. I ballooned on landing a bit, other than that it was a good landing, I could have held the nose off a little longer, though I was soon throttle up, flaps up and taking off again – the process is much more hurried (or seems so) as the aircraft accelerates much faster with only me on board. I held for a single right orbit to keep the spacing with some departing traffic before re-establishing myself on the base leg and made another landing, I held the nose off a little longer this time which slowed the aircraft a bit more, making the throttle up, flaps up sequence less hurried, though I didn’t relax the back pressure enough and it lifted the nose wheel a little resulting in a slightly squirrely take off whilst I lowered it, I had to hold in a right orbit again just before the base leg as the usual KLM flight was inbound; the total hold time cost me 15 minutes extra (more seat time is no bad thing though I’d rather have the seat time learning new things rather than orbiting a fixed point – I’ll be an expert at flying in circles in no time
) I maintained a 1000ft orbit at around 15 degrees of bank before finally being cleared to re-establish my pattern. The final landing was the best of the bunch and I taxied in and parked up.John didn’t seem too bothered about the nose wheel lift and slightly squirrely take off; I think because I recognised my mistake and corrected it and proved I was paying attention because I knew exactly what I had done and didn’t try and bulls
t my way through it when I gave my debrief at the end of the flight.Night school has returned on the Monday nights with Human Performance & Limitations, now I have a reasonable knowledge of Air Law and Operational Principles I intend to get Air Law, Operational Principles and Human Performance & Limitations exams out of the way in the next month or so as I don’t want the flying hours to run away too much ahead of the exams. Once the Human Performance & Limitations ground school is complete it’s on to the Radio ground school which includes theory and the R/T practical.
Hi chap
I've read this thread with interest as I am roughly the same age, same career and started a ppl in April as well. I haven't soloed yet despite 17 hours as a few things have conspired against this (I work abroad a bit so continuity is not ideal).
One of the advantages of working abroad is that I went up with warbird-adventures (Kissimmee, Florida) in their Harvard in May - amazing if you get the chance...!
You did very well to solo as quick as you have - congrats. Please keep up the thread and if you ever Fly-In to EGBJ let me know I'll come out and buy you a coffee.
Have you an idea what you want to do with your license once you finish?
I've read this thread with interest as I am roughly the same age, same career and started a ppl in April as well. I haven't soloed yet despite 17 hours as a few things have conspired against this (I work abroad a bit so continuity is not ideal).
One of the advantages of working abroad is that I went up with warbird-adventures (Kissimmee, Florida) in their Harvard in May - amazing if you get the chance...!
You did very well to solo as quick as you have - congrats. Please keep up the thread and if you ever Fly-In to EGBJ let me know I'll come out and buy you a coffee.
Have you an idea what you want to do with your license once you finish?
jamesc_1729 said:
Hi chap
I've read this thread with interest as I am roughly the same age, same career and started a ppl in April as well. I haven't soloed yet despite 17 hours as a few things have conspired against this (I work abroad a bit so continuity is not ideal).
One of the advantages of working abroad is that I went up with warbird-adventures (Kissimmee, Florida) in their Harvard in May - amazing if you get the chance...!
You did very well to solo as quick as you have - congrats. Please keep up the thread and if you ever Fly-In to EGBJ let me know I'll come out and buy you a coffee.
Have you an idea what you want to do with your license once you finish?
I have found the continuity is a big part of it, I had a couple of weeks off due to weather before things had started to click into place and I could tell that I had gotten rusty. I'd love to do a warbird experience at some point; one of those dreams if I ever come into millions is to buy a Vought F4U Corsair, not much chance of that happening but one can dream I've read this thread with interest as I am roughly the same age, same career and started a ppl in April as well. I haven't soloed yet despite 17 hours as a few things have conspired against this (I work abroad a bit so continuity is not ideal).
One of the advantages of working abroad is that I went up with warbird-adventures (Kissimmee, Florida) in their Harvard in May - amazing if you get the chance...!
You did very well to solo as quick as you have - congrats. Please keep up the thread and if you ever Fly-In to EGBJ let me know I'll come out and buy you a coffee.
Have you an idea what you want to do with your license once you finish?
Thanks
and I'll be keeping the thread going until I have my PPL and probably a bit beyond as I make my first tentative forays into flying from place to place, and of course the night rating. Hopefully I'll find my way into a number of airports around the country so I might just hold you to that offer of a Coffee.In the short term there are a few air museums (like Duxford and Elvington) that I'd love to fly into. I also plan to do some flying in the USA at some point I've not had a holiday abroad for a long time so renting an aircraft for a week in Texas and flying to places like the Hangar Hotel would be good fun.
In the long term with enough experience and if I can pull together the cash I'd like my CPL if I can, though not to go into airline work small twin engined charter flights, certainly nothing bigger than a Beech King Air. That is a long way off and depending on finances it may end up just being a recreational licence for quite some time. I don't know if I have what it takes to be a flight instructor but that is also a thought that I had.
Flight 16: 03/07/15, Look ma, no flaps
The next phase in the training; different landing techniques normal approaches and landings are made with 20 degrees of flap (the C150 has 40 degrees of flap at maximum) which gives a nice comfortable approach path to the runway. There are a number of landing techniques I am going to be taught over the next few lessons (Humberside International Airport is having its money’s worth in landing fees from me):
1. Normal (flaps 20 degrees).
2. Flapless (flaps up).
3. Glide (no power).
4. Short field (full flaps).
5. Side slip (crossing the controls to slow the aircraft).
6. Cross wind (normal approach just with the wind at the ‘wrong’ angle).
For this lesson it was the turn of the flapless approach and landing; I had already done a little flapless in a previous lesson (aborted) so hopefully it wouldn’t be too hard to get into it. Taking off this time from runway zero-eight (the opposite end of two-six, the short runway I have used a number of times before) the procedure is fairly familiar to get to pattern height (1000ft above the airport) and fly as normal, the turn onto base and the power reduction and carb air go on hot as normal and the aircraft is trimmed to 75 knots and that’s it. The approach is much flatter than a normal approach and it feels very odd, carb air to cold at 200ft and keep the picture constant all the way down. The aircraft doesn’t settle as quickly as I’m used to as it doesn’t have the drag of the flaps to help slow you down and as we are on the short runway if it hasn’t settled by the cross point it’s a case of abort and go around again, thankfully I didn’t need to do that and made three successful landings with John watching my every move. It was then my time to go solo again and other than a fluffed radio call and a hold on left base for other traffic it went well, my altitude keeping could be better though the turbulence didn’t help with that neither do the up and down drafts, but dealing with that will come eventually. My next flight will be a similar drill just with one of the other approach methods listed above.
The next phase in the training; different landing techniques normal approaches and landings are made with 20 degrees of flap (the C150 has 40 degrees of flap at maximum) which gives a nice comfortable approach path to the runway. There are a number of landing techniques I am going to be taught over the next few lessons (Humberside International Airport is having its money’s worth in landing fees from me):
1. Normal (flaps 20 degrees).
2. Flapless (flaps up).
3. Glide (no power).
4. Short field (full flaps).
5. Side slip (crossing the controls to slow the aircraft).
6. Cross wind (normal approach just with the wind at the ‘wrong’ angle).
For this lesson it was the turn of the flapless approach and landing; I had already done a little flapless in a previous lesson (aborted) so hopefully it wouldn’t be too hard to get into it. Taking off this time from runway zero-eight (the opposite end of two-six, the short runway I have used a number of times before) the procedure is fairly familiar to get to pattern height (1000ft above the airport) and fly as normal, the turn onto base and the power reduction and carb air go on hot as normal and the aircraft is trimmed to 75 knots and that’s it. The approach is much flatter than a normal approach and it feels very odd, carb air to cold at 200ft and keep the picture constant all the way down. The aircraft doesn’t settle as quickly as I’m used to as it doesn’t have the drag of the flaps to help slow you down and as we are on the short runway if it hasn’t settled by the cross point it’s a case of abort and go around again, thankfully I didn’t need to do that and made three successful landings with John watching my every move. It was then my time to go solo again and other than a fluffed radio call and a hold on left base for other traffic it went well, my altitude keeping could be better though the turbulence didn’t help with that neither do the up and down drafts, but dealing with that will come eventually. My next flight will be a similar drill just with one of the other approach methods listed above.
Sounds like you are doing well! I started to learn just over a year ago and now with 43 hours in my log book I know I am getting close to my skills test. I did all 9 exams last October with The Great Circle near Heathrow which was a great way to get through them. I am now on Solo Nav exercises, with my qualifying cross country within the next few weeks I think! Interesting that the pre-landing checks are a little different in our PA28 - we use BUMFICH to remember! You must have loved the first solo, I don't think I'll ever forget mine. Nor will I forget 2 solo navs I've had to abort due to decreasing visibility part way through - the last one I used Bournemouth and Southampton radar services to help me navigate back it got so bad! Keep up the good work and the updates on here please!
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