To the Sky: PanzerCommanders PPL blog
Discussion
Grubbster, good effort getting back safely twice! PPL'ers seem to dislike talking to radar etc post exam but when you get into trouble, having someone on your side instantly halves the stress! on my nav qxc - biggin/manston/goodwood/biggin - i got a temp inversion flying home to biggin so the kind gentlemen at gatwick gave me a qdm to them, through their atz, and onto biggin. am not sure the holidaymakers on hold whilst i pootled over the top were impressed but i had other things on my mind !!
Grubbster said:
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!
Thanks, yes it was certainly a memorable occasion, I was hoping to post another update today but the weather had other ideas.Turning back due to weather is no bad thing, as my instructor says "better late in this world than early in the next", other than turbulence and a bit of wind I haven't had to contend with bad weather yet. I have a few more exercises to do post landing techniques (all 50/50 dual/solo) before we start moving onto navigation. I can't think why anybody wouldn't want to use a radar service to assist them - that's what its there for. Or do some pilots see it as the typical male attitude of refusing to pull over to ask directions?
The R/T course (theory and then then practical) starts in three weeks.
Grubbster said:
Hoping to do the solo land-away that I had to abandon last time tomorrow morning 
Did you get the solo land away done? if so how did it go?Flight 17: 11/07/15 the wind is on a funny angle today
Another lesson another set of circuits, for once the weather was doing something useful and allowed me to do some crosswind takeoffs and landings the circuit drill is much the same in terms of flying to the turning points for a Visual Flight Rules (VFR) circuit, the differences in handling comes on the takeoff and climb out and of course on the landing approach and flare out. During the takeoff roll the ailerons are turned into wind until just after the rotation whereupon the aircraft crabs into wind with the application some rudder, the trim for climb and the climb out aren’t much different other than using more rudder than normal to maintain the appropriate heading. The crab angle is maintained on the landing approach again with the use of some rudder the normal points for lowering the flaps, setting the carb heat, and trimming apply. Coming in looking down the runway (aiming to the left of the centre line as the wind was coming from the right) is an interesting sensation. The approach and flare are relatively normal with the aircraft being kicked straight with considerable opposite rudder just before the wheels touch the ground, then its throttle up, flaps up, opposite aileron and go around again. That was the theory anyway; It took a couple more circuits than normal before John was happy to let me go solo – I certainly have a new found respect for the pilots that fly into airports like Leeds Bradford in regular high crosswinds.
Five dual and three solo circuits later with a hold at the end of the downwind leg of the second circuit as the shuttle to Jersey departed. I was left to park up for the first time on my own, John normally waits in the light aircraft park using one of the concrete filled barrels (they are used to tie the aircraft down to) as a seat but this time he had evidently decided that his office chair was more comfortable
. John leaving me to it is a massive confidence booster.Next up: more circuit work – it’s probably a bit samey for you reading this at the moment, though no less enjoyable for me. After all I am getting to fly and aeroplane
Well done on the circuit bashing, it can be quite tiring but you need your 5 hours circuit consolidation before you move on. I have over 10 hours solo now but I still have a bouncy landing probably a third of the time!
Yes I did it today - solo land away at Compton Abbas (Lee - Cowes - Stoney Cross - Compton Abbas, the Compton Abbas - Wareham - Cowes - Lee. My nav calculations didn't seem to work as well as usual, it turned out that the wind wasn't WSW as forecast but NW so unsurprising that I needed to make corrections! Compton Abbas isn't easy to spot but I made it OK, I then did a huge circuit before I landed - I had a picture of their circuit pattern but couldn't ID all the landmarks so ended up going large! On check in they joked that they need to charge me £30 as I landed 3 times . . . . well it was a little bouncy
Next weekend I'm down to do my qualifying cross country!
Yes I did it today - solo land away at Compton Abbas (Lee - Cowes - Stoney Cross - Compton Abbas, the Compton Abbas - Wareham - Cowes - Lee. My nav calculations didn't seem to work as well as usual, it turned out that the wind wasn't WSW as forecast but NW so unsurprising that I needed to make corrections! Compton Abbas isn't easy to spot but I made it OK, I then did a huge circuit before I landed - I had a picture of their circuit pattern but couldn't ID all the landmarks so ended up going large! On check in they joked that they need to charge me £30 as I landed 3 times . . . . well it was a little bouncy
Next weekend I'm down to do my qualifying cross country!
Grubbster said:
Well done on the circuit bashing, it can be quite tiring but you need your 5 hours circuit consolidation before you move on. I have over 10 hours solo now but I still have a bouncy landing probably a third of the time!
Yes I did it today - solo land away at Compton Abbas (Lee - Cowes - Stoney Cross - Compton Abbas, the Compton Abbas - Wareham - Cowes - Lee. My nav calculations didn't seem to work as well as usual, it turned out that the wind wasn't WSW as forecast but NW so unsurprising that I needed to make corrections! Compton Abbas isn't easy to spot but I made it OK, I then did a huge circuit before I landed - I had a picture of their circuit pattern but couldn't ID all the landmarks so ended up going large! On check in they joked that they need to charge me £30 as I landed 3 times . . . . well it was a little bouncy
Next weekend I'm down to do my qualifying cross country!
Good news, I do occasionally do a bounce landing, normally when the instructor is aboard rather than when I am on my own. Good luck with the QXC, that is something that will be coming up for me if I maintain my current momentum.Yes I did it today - solo land away at Compton Abbas (Lee - Cowes - Stoney Cross - Compton Abbas, the Compton Abbas - Wareham - Cowes - Lee. My nav calculations didn't seem to work as well as usual, it turned out that the wind wasn't WSW as forecast but NW so unsurprising that I needed to make corrections! Compton Abbas isn't easy to spot but I made it OK, I then did a huge circuit before I landed - I had a picture of their circuit pattern but couldn't ID all the landmarks so ended up going large! On check in they joked that they need to charge me £30 as I landed 3 times . . . . well it was a little bouncy
Next weekend I'm down to do my qualifying cross country!
I have just complete the Human performance & Limitations night school segment, we have a week off from the night school before starting the radio course (theory and practical). I am planning to get my first three exams:
- Air law
- Operational procedures
- Human Performance & Limitations
Grubbster said:
I completed my QCC today, very exciting! Skills test looming in a few weeks . . . .
Good going sir, I am a few hours away from that yet but I am on course so far.Flying lesson 18 20/07/15: no flaps – again, look at me drifting in the sky
Today was flying lesson 18 and more circuit consolidation, on today’s lessons agenda was side-slipping, slowing the aircraft and losing altitude using crossed ailerons and rudder. The wind was more or less straight up and down the runway (180 degrees on runway two-zero (200 degrees)), I was chucked the keys and told “I’ll meet you at the aircraft, its one hour out of full on the fuel, only a transit check is required” so I toddled off and did the check on my own, by the time the instructor arrived I was ready for start up. Normal start-up and run-up checks complete and clearance obtained I was off down the runway and airborne. Normal circuit discipline maintained all the way around. The approach is interesting; the turn onto final is done at the normal point for a flapless landing and then before you are squared up you start feeding in opposite rudder, more aileron, more rudder, you can push it so far that you run out of movement on one or the other, or both – not advisable. Its rather uncomfortable being banked like that on approach, but it doesn’t last long, squaring up and setting the carb heat to cold at 200ft (landing clearance already obtained) for a touch and go, in the normal manner for a flapless approach.
After three circuits we called it a day, persistent drizzly showers were hampering visibility and though they are something I will need to deal with at some point, this early in the training is not the time. The landings all went well, well enough that the start of my next lesson to be the three solo circuits, the ones I didn’t get to do before this one was called off, the lesson may be extended to a solo – dual – solo lesson that’s an hour and a half long covering another landing technique (glides and short field remain).
This brings my grand total flying time to 18 hrs and 30 minutes, of which 2 hrs 20 minutes is solo.
The revision for the first three CAA exams kicks off this week, my aim is in a couple of weeks time to use the first sitting to get the three exams I mentioned in the last post done.
Don’t worry I haven’t forgotten about this thread.
The weather has cancelled the last two lessons (one booked for last Friday (24th) and Sunday (26th)) both cancelled due to weather, which has been annoying (part of the joys of any weather dependant sport or hobby in the UK) hopefully and so far the Met Office predictions look favourable for Friday I’ll get airborne again.
The radio theory course has started (Monday night was the first one) which is going to be interesting I hope. That will be followed by practical sessions and will end in me doing the theory exam and hopefully the ART exam to get that out of the way.
I have also booked in my first three exams, Air Law, Operational Principles (before the lesson on Friday) and Human Limitations and Performance the week after. The idea being as I have mentioned before to get them out of the way in the first of the six allowed sittings. Depending on how they go I might even do them all in one day and then cram for the Principles of Flight and Aircraft Technical exams the following week, five exams, one sitting...
I want all the exams bar the Navigation and Flight performance out of the way before I start the navigation part of the flight training then I have two things that interlink nicely.
The weather has cancelled the last two lessons (one booked for last Friday (24th) and Sunday (26th)) both cancelled due to weather, which has been annoying (part of the joys of any weather dependant sport or hobby in the UK) hopefully and so far the Met Office predictions look favourable for Friday I’ll get airborne again.
The radio theory course has started (Monday night was the first one) which is going to be interesting I hope. That will be followed by practical sessions and will end in me doing the theory exam and hopefully the ART exam to get that out of the way.
I have also booked in my first three exams, Air Law, Operational Principles (before the lesson on Friday) and Human Limitations and Performance the week after. The idea being as I have mentioned before to get them out of the way in the first of the six allowed sittings. Depending on how they go I might even do them all in one day and then cram for the Principles of Flight and Aircraft Technical exams the following week, five exams, one sitting...
I want all the exams bar the Navigation and Flight performance out of the way before I start the navigation part of the flight training then I have two things that interlink nicely.
Flying lesson 19 31/07/15: what no engine?
This lesson was glide approaches, with the three solo side slip landings that I had to abort at the last lesson tagged onto the end.
Pre-flight briefing complete we headed out to the aircraft and after the normal check of the tech log and walk around (full A-check as it was P-J’s first flight of the day) the engine was started and with me handling the radios for the flight to (without fluffing a call this time) – more progress.
I did the first glide approach, calling downwind for a glide approach touch and go (you have to tell the tower when you are doing glide approaches) and doing the CBUMFTHC check at the normal point and then turning onto base early, the throttle is chopped to idle (carb heat to hot at the same point at the aircraft trimmed for 75 knots in the descent. Before turning onto final the flaps are lowered to 10 degrees and the call for “final for glide touch and go, Golf Papa Juliet”, with clearance obtained before the turn onto final.
As soon as I roll out onto final the flaps go to 20 degrees, more nose down trim, the flaps now go down to 30 and then 40 degrees in short order, trim is used to help keep the nose down so control forces are minimised. The carb heat goes cold at 200ft AGL as normal, interestingly due to the approach angle the speed is somewhere near 80 knots at this point. As I approach the runway threshold and not far above the ground I let the nose come up and begin the normal flare out procedure, the drag of 40 degrees of flap slows the aircraft rapidly and the touchdown is quick and smooth. With the flaps confirmed and then raised its time to take off again and off for two more dual circuits.
I stop the aircraft on the grass taxyway at the rear of the light aircraft park and John departs and heads back to his office. As soon as he is clear I request taxy to the runway and with clearance I head to holding point ‘bravo’ and complete the normal run up checks and pre take off checks. I’m soon airborne again. The feeling of taking off on your own and flying is still quite magical and one I hope never gets old as it is quite fantastic
After three successful glide approaches I completed my three sideslip approaches and nice landings, the last one was nearly but not quite a ‘greaser’ and taxy to the southern apron so Papa-Juliet could be refuelled ready for the next lesson.
I headed back to the club cabin to fill out my log book, sign the tech log and hand over a large wad of money.
This week wasn’t all practical work, I did the first three of nine exams, Air law, Operational Procedures and Human performance & Limitations; the scores:
Lesson 20 will be my last lesson of circuit consolidation and will be sort field landings, then it’s on to advanced manoeuvres before the navigation exercises begin.
This lesson was glide approaches, with the three solo side slip landings that I had to abort at the last lesson tagged onto the end.
Pre-flight briefing complete we headed out to the aircraft and after the normal check of the tech log and walk around (full A-check as it was P-J’s first flight of the day) the engine was started and with me handling the radios for the flight to (without fluffing a call this time) – more progress.
I did the first glide approach, calling downwind for a glide approach touch and go (you have to tell the tower when you are doing glide approaches) and doing the CBUMFTHC check at the normal point and then turning onto base early, the throttle is chopped to idle (carb heat to hot at the same point at the aircraft trimmed for 75 knots in the descent. Before turning onto final the flaps are lowered to 10 degrees and the call for “final for glide touch and go, Golf Papa Juliet”, with clearance obtained before the turn onto final.
As soon as I roll out onto final the flaps go to 20 degrees, more nose down trim, the flaps now go down to 30 and then 40 degrees in short order, trim is used to help keep the nose down so control forces are minimised. The carb heat goes cold at 200ft AGL as normal, interestingly due to the approach angle the speed is somewhere near 80 knots at this point. As I approach the runway threshold and not far above the ground I let the nose come up and begin the normal flare out procedure, the drag of 40 degrees of flap slows the aircraft rapidly and the touchdown is quick and smooth. With the flaps confirmed and then raised its time to take off again and off for two more dual circuits.
I stop the aircraft on the grass taxyway at the rear of the light aircraft park and John departs and heads back to his office. As soon as he is clear I request taxy to the runway and with clearance I head to holding point ‘bravo’ and complete the normal run up checks and pre take off checks. I’m soon airborne again. The feeling of taking off on your own and flying is still quite magical and one I hope never gets old as it is quite fantastic
After three successful glide approaches I completed my three sideslip approaches and nice landings, the last one was nearly but not quite a ‘greaser’ and taxy to the southern apron so Papa-Juliet could be refuelled ready for the next lesson.
I headed back to the club cabin to fill out my log book, sign the tech log and hand over a large wad of money.
This week wasn’t all practical work, I did the first three of nine exams, Air law, Operational Procedures and Human performance & Limitations; the scores:
- Air Law: 100%
- Operational Procedures: 75%
- Human Performance & Limitations: 92%
Lesson 20 will be my last lesson of circuit consolidation and will be sort field landings, then it’s on to advanced manoeuvres before the navigation exercises begin.
Thanks for posting this, it's an interesting read, and nicely written. It's interesting to see how some things are done differently.
One thing I wondered, and others may know more than me, is for the decent confirguration, do you always take the two stages of flap one at a time? Doesn't that mean trimming twoce rather than once?
Well done for cracking on with the exams. My memory may be letting me down but I'm not sure you're supposed to do several in one day? I guess if it's signed off it doesn't matter, but it might be worth checking.
I'm glad you're enjoying it, it's not been a bad summer for it this year.
One thing I wondered, and others may know more than me, is for the decent confirguration, do you always take the two stages of flap one at a time? Doesn't that mean trimming twoce rather than once?
Well done for cracking on with the exams. My memory may be letting me down but I'm not sure you're supposed to do several in one day? I guess if it's signed off it doesn't matter, but it might be worth checking.
I'm glad you're enjoying it, it's not been a bad summer for it this year.
Sticks. said:
Thanks for posting this, it's an interesting read, and nicely written. It's interesting to see how some things are done differently.
One thing I wondered, and others may know more than me, is for the decent confirguration, do you always take the two stages of flap one at a time? Doesn't that mean trimming twoce rather than once?
Well done for cracking on with the exams. My memory may be letting me down but I'm not sure you're supposed to do several in one day? I guess if it's signed off it doesn't matter, but it might be worth checking.
I'm glad you're enjoying it, it's not been a bad summer for it this year.
Yes we do trim twice, generally on a normal circuit or entry on base the flaps go to 10 degrees as part of setting the approach speed and descent rate on base and then to 20 degrees when lined up (straight after the roll out) the nose pitch up isn't massive on 10 degrees but at 20 degrees it is very noticeable at 30 and 40 degrees the difference isn't massive in terms of pitch up; but boy do you notice the drag increase.One thing I wondered, and others may know more than me, is for the decent confirguration, do you always take the two stages of flap one at a time? Doesn't that mean trimming twoce rather than once?
Well done for cracking on with the exams. My memory may be letting me down but I'm not sure you're supposed to do several in one day? I guess if it's signed off it doesn't matter, but it might be worth checking.
I'm glad you're enjoying it, it's not been a bad summer for it this year.
The exam system is different ever since the EU stuck its oar in. You have 9 exams to do and six sittings to do them in, a sitting is 10 days and as far as I know you can do as many exams in the sitting as you want. But if you fail an exam in one sitting you cannot re-sit it in the same sitting it has to be done in the next one. Some go together naturally like Air Law and Operational Procedures (which is really a part of air law with a few extras bolted on) so it makes sense to do them at the same time to me.
I will double check though next time I am at the club because I wouldn't want to get to the end and find out I have to do them all again because of some silly rule about doing more than one in a day.
Flying lesson 20 07/08/15: Not a lot of room at the inn
This lesson was the last of the circuit consolidation lessons and it was covering short field landings.
The pre-flight transit check (P-J had already been out for a flight) was left to me. By the time John had booked us out on the circuit, sorted some paperwork and walked to the light aircraft park I was ready to start up. The engine was still warm from the previous lesson so the time from start up to getting off block was fairly short. We headed off down the grass taxyway to zero-eight.
It was handy to be able to use the shorter cross runway because today’s lesson was short field operations. Once the run up and pre take off checks were completed and permission granted for takeoff I manoeuvred P-J out to the threshold of the runway. The takeoff on short field operations is somewhat sporty – if sporty is an attribute that can be applied to a Cessna 150. The takeoff drill; 10 degrees of flap to shorten the takeoff run and go full throttle against the brakes, release the brakes when you are satisfied everything is good, maintain some back pressure on the yoke (holds some weight off the nose) and rotate at 45 knots. Once the aircraft is off the ground the nose is held down to build the speed up before easing her into a climb. Once climbing steadily and over 100ft AGL (Above Ground Level) the flaps can be retracted and a normal climb out at 65 knots and 500ft/min maintained.
After a regular pattern and base leg (75 knots, 10 degrees of flap and 500ft/min descent rate) I turn onto final approach, report ready for a touch and go and then the flaps are lowered incrementally to 40 degrees, more power is needed on the approach to prevent the extra drag of 40 degrees of flap from slowing the aircraft down too much and the inevitable happening. The approach is flown powered and literally at the last minute (just before the flare) the power is cut to idle and the aircraft settles, and touches down – on the numbers.
John departed after doing three successful dual circuits, leaving me to do four solo (there was enough time as we didn’t need to taxy all the way back as John was happy to walk down the maintenance vehicle path). My first landing ended up being a go-around as it just didn’t feel right, not enough airspeed coming over the fence, nose too high, and the numbers not where I wanted them in the windscreen. So I powered up and went around, discretion being the better part of valour. I figured out on the downwind post checks what I had done wrong and after that the remaining three approaches and landing went without a hitch. I hit the numbers on zero eight on my full stop landing and got the aircraft stopped before the main runway crossing point (no heavy brake usage either
Another 35 minutes dual and 40 minutes solo in the log book, I was happy with how it went, John who was listening to the radio on a receiver in the office obviously knew about the go-around but seemed happy that I knew what I had done wrong and was able to make the right decision rather than try and force a landing.
Another lesson that wasn't all practical as well; I managed to knobble the next two exams in the same sitting as the last one, Aircraft General and Principles of flight; the scores:
Next up (Sunday all being well) is steep turns and general handling revision.
This lesson was the last of the circuit consolidation lessons and it was covering short field landings.
The pre-flight transit check (P-J had already been out for a flight) was left to me. By the time John had booked us out on the circuit, sorted some paperwork and walked to the light aircraft park I was ready to start up. The engine was still warm from the previous lesson so the time from start up to getting off block was fairly short. We headed off down the grass taxyway to zero-eight.
It was handy to be able to use the shorter cross runway because today’s lesson was short field operations. Once the run up and pre take off checks were completed and permission granted for takeoff I manoeuvred P-J out to the threshold of the runway. The takeoff on short field operations is somewhat sporty – if sporty is an attribute that can be applied to a Cessna 150. The takeoff drill; 10 degrees of flap to shorten the takeoff run and go full throttle against the brakes, release the brakes when you are satisfied everything is good, maintain some back pressure on the yoke (holds some weight off the nose) and rotate at 45 knots. Once the aircraft is off the ground the nose is held down to build the speed up before easing her into a climb. Once climbing steadily and over 100ft AGL (Above Ground Level) the flaps can be retracted and a normal climb out at 65 knots and 500ft/min maintained.
After a regular pattern and base leg (75 knots, 10 degrees of flap and 500ft/min descent rate) I turn onto final approach, report ready for a touch and go and then the flaps are lowered incrementally to 40 degrees, more power is needed on the approach to prevent the extra drag of 40 degrees of flap from slowing the aircraft down too much and the inevitable happening. The approach is flown powered and literally at the last minute (just before the flare) the power is cut to idle and the aircraft settles, and touches down – on the numbers.
John departed after doing three successful dual circuits, leaving me to do four solo (there was enough time as we didn’t need to taxy all the way back as John was happy to walk down the maintenance vehicle path). My first landing ended up being a go-around as it just didn’t feel right, not enough airspeed coming over the fence, nose too high, and the numbers not where I wanted them in the windscreen. So I powered up and went around, discretion being the better part of valour. I figured out on the downwind post checks what I had done wrong and after that the remaining three approaches and landing went without a hitch. I hit the numbers on zero eight on my full stop landing and got the aircraft stopped before the main runway crossing point (no heavy brake usage either
Another 35 minutes dual and 40 minutes solo in the log book, I was happy with how it went, John who was listening to the radio on a receiver in the office obviously knew about the go-around but seemed happy that I knew what I had done wrong and was able to make the right decision rather than try and force a landing.
Another lesson that wasn't all practical as well; I managed to knobble the next two exams in the same sitting as the last one, Aircraft General and Principles of flight; the scores:
- Aircraft General: 88%
- Principles of flight: 83%
Next up (Sunday all being well) is steep turns and general handling revision.
Thanks. No real plans yet, I'd like to try some other aircraft (we have some C42's at the club plus I have offers from friends with a Saratoga and a Vans RV7 for a little go sometime). I have a plane booked for a lunch in Jersey next month and I'll book one for a trip to France as well. In the meantime I'll just fly a few local coastal trips for fun. I expect I'll carry on training as well, I'd like to get my instrument rating if I can.
Well done, that must feel fantastic to get your licence signed off. One of those things that seems a long way away for me, but then I thought the same about my first solo when I first started and that was on me quicker than I thought.
Flying lesson 21 09/08/15: turn baby turn
More good weather today (always nice) meant I got another flying lesson this weekend, today’s agenda - steep turns, sadly the CAA doesn't want us doing max rate turns in the PPL any more so we are limited to 45 degrees but that is still enough to have a bit of fun with the C150. The lesson was to teach me what happens in a normal steep turn, what happens if you don’t apply enough elevator and what happens if you don’t put enough power on. Naturally the lesson would also have general handling (climbs, descents etc.) and if we had time some more stalling practice. The first part of the flight was the normal full pre-flight inspection, P-J was on the GA Apron rather than the grass as she had just been fuelled up, so the taxi out was quicker than usual, and after the usual run up checks we were cleared for immediate departure as there was another aircraft on long final. Once airborne and trimmed for a 65 knot climb, I flew the aircraft out to the north-west training area, levelling out at 2,500ft and 82 knots indicated air speed (KIAS). As much as I enjoyed practising my take-off and landing techniques and doing the circuit work, it was nice to be out in the free air again.
The steep turn is just that, more bank than a normal 30 degree turn, hence the ‘steep’ part. The aircraft is turned into the steep turn exactly as it would be for any other turn, coordinated use of the ailerons and rudder; the throttle is opened slightly to put another 100rpm on so that there is a bit of extra power there for the steep turn once the wings reach 45 degrees angle of bank the ailerons and rudder are neutralised and the turn maintained with elevator. The aircraft turns at one hell of a rate and it is bloody good fun pulling a few extra g’s, after a few goes left and right I was losing little or no altitude (despite the light up and down drafts doing their best to disrupt things) and John was happy that I could do the manoeuvre without hurting me or the aircraft (it will of course be different with only me on board but that is for a little bit later on).
When things aren't right with the steep turn was the next bit of the lesson, firstly not applying enough elevator during the turn; the aircraft simply starts to lose height at quite a rate as the nose drops to try and maintain the trimmed airspeed, recovery is simple; more elevator (the power is there to do the turn normally) stops the descent and brings the turn back to normal steep turn rates, roll out, apply more power and climb back to the original altitude. Not having enough power for the steep turn and trying to maintain altitude is a different kettle of fish. Normal entry and normal elevator forces but leaving the power where it is, the speed starts to bleed off, the stall warner starts blaring at around 55 KIAS, recovery is similar to incipient stall recovery, power on, roll out and raise the nose once the speed has stabilised.
The rest of the lesson was spent on general handling and doing some practice stall recovery.
The next couple of lessons are going to be practice engine failures and emergency low level returns to base before I am set loose for an hour on my own to do some solo general handling work.
Flying lesson 21 09/08/15: turn baby turn
More good weather today (always nice) meant I got another flying lesson this weekend, today’s agenda - steep turns, sadly the CAA doesn't want us doing max rate turns in the PPL any more so we are limited to 45 degrees but that is still enough to have a bit of fun with the C150. The lesson was to teach me what happens in a normal steep turn, what happens if you don’t apply enough elevator and what happens if you don’t put enough power on. Naturally the lesson would also have general handling (climbs, descents etc.) and if we had time some more stalling practice. The first part of the flight was the normal full pre-flight inspection, P-J was on the GA Apron rather than the grass as she had just been fuelled up, so the taxi out was quicker than usual, and after the usual run up checks we were cleared for immediate departure as there was another aircraft on long final. Once airborne and trimmed for a 65 knot climb, I flew the aircraft out to the north-west training area, levelling out at 2,500ft and 82 knots indicated air speed (KIAS). As much as I enjoyed practising my take-off and landing techniques and doing the circuit work, it was nice to be out in the free air again.
The steep turn is just that, more bank than a normal 30 degree turn, hence the ‘steep’ part. The aircraft is turned into the steep turn exactly as it would be for any other turn, coordinated use of the ailerons and rudder; the throttle is opened slightly to put another 100rpm on so that there is a bit of extra power there for the steep turn once the wings reach 45 degrees angle of bank the ailerons and rudder are neutralised and the turn maintained with elevator. The aircraft turns at one hell of a rate and it is bloody good fun pulling a few extra g’s, after a few goes left and right I was losing little or no altitude (despite the light up and down drafts doing their best to disrupt things) and John was happy that I could do the manoeuvre without hurting me or the aircraft (it will of course be different with only me on board but that is for a little bit later on).
When things aren't right with the steep turn was the next bit of the lesson, firstly not applying enough elevator during the turn; the aircraft simply starts to lose height at quite a rate as the nose drops to try and maintain the trimmed airspeed, recovery is simple; more elevator (the power is there to do the turn normally) stops the descent and brings the turn back to normal steep turn rates, roll out, apply more power and climb back to the original altitude. Not having enough power for the steep turn and trying to maintain altitude is a different kettle of fish. Normal entry and normal elevator forces but leaving the power where it is, the speed starts to bleed off, the stall warner starts blaring at around 55 KIAS, recovery is similar to incipient stall recovery, power on, roll out and raise the nose once the speed has stabilised.
The rest of the lesson was spent on general handling and doing some practice stall recovery.
The next couple of lessons are going to be practice engine failures and emergency low level returns to base before I am set loose for an hour on my own to do some solo general handling work.
Lesson 22 16/08/15: MAYDAY MAYDAY MAYDAY
Now that the general aircraft handling and stall recovery has been completed its time to learn about what happens when the s
t really hits the fan; engine failure. With the proper handling and maintenance aircraft engines these days are very reliable and failures are thankfully rare, however, all pilots need to know how to handle an engine failure so that they have the best chance of landing safely should the situation arise. Time for Practiced Forced Landings (PFL).
The flight began with an extended briefing on how to handle the situation, and the crux of the matter is flying the aeroplane, the administration work; calling in the MAYDAY, figuring out why the engine has failed etc. is done after ensuring that you have it trimmed out for best glide speed and can get it down on the ground in a suitable field.
After the usual checks and takeoff we were climbing out towards the training area and 2500ft, the radios were all my doing this time, I need some polishing up because although I am getting everything through that I need to its sometimes in the wrong order, which though it isn’t critical it is something that could affect the outcome of a flight test and it annoys the controllers I would imagine.
Once over the training area John took the controls with me following through and observing what he was doing. The training area has a nice array of fields (both suitable and unsuitable), obstacles (trees, power lines etc.). The first decision to make after trimming for best glide speed (65knots) is a base turn point for the field you have chosen; and it is important to maintain visual contact with one of them at all times when preparing to approach and land. The flaps are used in stages, the same way as they are making a glide approach to a regular runway, each time lowering the nose to maintain airspeed and re-trimming where necessary, after a few steep turns to bleed off some height, we were in (100ft AGL) and I got the controls back to do the go-around and climb out. After a few attempts at it I was getting better at sorting the aircraft out and getting it set up for landing before calling the MAYDAY (done on the intercom not over the radio – the controllers would have a fit if I called MAYDAY and there wasn’t an emergency).
The approaches were made from a variety of positions; downwind, overhead, straight in, it’s clear I need more practice though I have another lesson on Friday which is the second of the PFI and low level Return To Base (RTB).
Speaking of which after the last climb out I was instructed to climb to 600ft for a low level return, simulating a 700ft cloud ceiling with weather closing in, we re-entered the pattern on right base to make a normal landing, albeit the flaps went down to the first stage a little later in relation to the final approach turning point than normal as we were 300ft lower than usual.
I have purchased the last book and revision pamphlets I am going to need for the final exams (Johns notes and practice papers will be more than sufficient for the Radio exam) which I intend to do in a couple of weeks; Air navigation (it’s quite a thick book that one), and the revision pamphlets for Meteorology (the Meteorology study material is in the air law/Met book), Navigation and Flight Planning & performance. I’m going to have a look on eBay for the last few bits and pieces I need for the navigation course (I already have an ARC-1, which is in mint condition for half price courtesy of somebody selling up).
Next week: more PFL and low level RTB, will I be good enough afterwards to be given the keys to the aircraft for an hour to head out to the training area on my own? I hope so.
Now that the general aircraft handling and stall recovery has been completed its time to learn about what happens when the s
t really hits the fan; engine failure. With the proper handling and maintenance aircraft engines these days are very reliable and failures are thankfully rare, however, all pilots need to know how to handle an engine failure so that they have the best chance of landing safely should the situation arise. Time for Practiced Forced Landings (PFL).The flight began with an extended briefing on how to handle the situation, and the crux of the matter is flying the aeroplane, the administration work; calling in the MAYDAY, figuring out why the engine has failed etc. is done after ensuring that you have it trimmed out for best glide speed and can get it down on the ground in a suitable field.
After the usual checks and takeoff we were climbing out towards the training area and 2500ft, the radios were all my doing this time, I need some polishing up because although I am getting everything through that I need to its sometimes in the wrong order, which though it isn’t critical it is something that could affect the outcome of a flight test and it annoys the controllers I would imagine.
Once over the training area John took the controls with me following through and observing what he was doing. The training area has a nice array of fields (both suitable and unsuitable), obstacles (trees, power lines etc.). The first decision to make after trimming for best glide speed (65knots) is a base turn point for the field you have chosen; and it is important to maintain visual contact with one of them at all times when preparing to approach and land. The flaps are used in stages, the same way as they are making a glide approach to a regular runway, each time lowering the nose to maintain airspeed and re-trimming where necessary, after a few steep turns to bleed off some height, we were in (100ft AGL) and I got the controls back to do the go-around and climb out. After a few attempts at it I was getting better at sorting the aircraft out and getting it set up for landing before calling the MAYDAY (done on the intercom not over the radio – the controllers would have a fit if I called MAYDAY and there wasn’t an emergency).
The approaches were made from a variety of positions; downwind, overhead, straight in, it’s clear I need more practice though I have another lesson on Friday which is the second of the PFI and low level Return To Base (RTB).
Speaking of which after the last climb out I was instructed to climb to 600ft for a low level return, simulating a 700ft cloud ceiling with weather closing in, we re-entered the pattern on right base to make a normal landing, albeit the flaps went down to the first stage a little later in relation to the final approach turning point than normal as we were 300ft lower than usual.
I have purchased the last book and revision pamphlets I am going to need for the final exams (Johns notes and practice papers will be more than sufficient for the Radio exam) which I intend to do in a couple of weeks; Air navigation (it’s quite a thick book that one), and the revision pamphlets for Meteorology (the Meteorology study material is in the air law/Met book), Navigation and Flight Planning & performance. I’m going to have a look on eBay for the last few bits and pieces I need for the navigation course (I already have an ARC-1, which is in mint condition for half price courtesy of somebody selling up).
Next week: more PFL and low level RTB, will I be good enough afterwards to be given the keys to the aircraft for an hour to head out to the training area on my own? I hope so.
Lesson 23 21/08/15: MAYDAY, MAYDAY, MAYDAY part 2
This week was more practice forced landings, developing my judgement and making sure I am capable of getting her down should a problem occur. We did a few from 2500 ft and a few from 2000ft, more of the same from last week though I was getting things right this week (apart from the first one which I aborted at 1000ft) so on with the engine failure drill; “Oh dear we have an engine failure” hold the nose up, convert speed to height and trim for 65knots – best glide speed. Turn downwind (we had wind this week so there was no simulated its coming from the north/south etc.) and select a base turn point. Now I can try and determine what’s happened; Fuel is on and sufficient, mixture is rich, carb heat is on, mags on both, primer is locked, pump the throttle, try a re-start – nothing; so we’re going in. Make your MAYDAY (simulated only over the intercom) call (often whilst turning onto base for the field). Line up on final approach to the field, using the flaps in stages to stop the aiming point shifting up the windscreen as necessary. Crash drills (simulated), fuel off, mixture off, mags off, throttle closed, hatches loose (unlatched), harness tight, everything electrical off (except the master switch – you need that for the flaps as they are electric). At 100ft MSL (you know you are in the field (or not) then) full throttle and execute a standard missed approach and climb out. After a number of practices and getting it right I performed a low level return to base (600ft) and a flapless landing (John likes to get you to perform different approach types on dual lessons to keep the practice up on the various types of approach).
The wind made a big difference to this week’s lesson, as the aircraft tracked downwind much faster than it did the previous week, and of course turning into headwind meant the ground speed was much lower too. It also made the choice of field much more critical, why would you want to think about crosswind landings on an emergency if you don’t have to.
Next week: more PFL and low level RTB, with some steep turns and stalls thrown into the mix. Though there will be one difference – I’ll be on my own. Yes John will be tossing me the keys to Papa Juliet and telling me to go and get on with it. Heading out to the training area solo will be a tad different to flying the circuit solo! Big compliment to me knowing that he trusts me to take the aircraft away from the circuit and bring it back mind
I will also be having a crack at the next (sixth) theory exam – Communications, I am consistently getting mid-ninety percent scores on the practice questions now, with the radio exam out of the way (the theory part of the RT course is now complete, practical has started).
This week was more practice forced landings, developing my judgement and making sure I am capable of getting her down should a problem occur. We did a few from 2500 ft and a few from 2000ft, more of the same from last week though I was getting things right this week (apart from the first one which I aborted at 1000ft) so on with the engine failure drill; “Oh dear we have an engine failure” hold the nose up, convert speed to height and trim for 65knots – best glide speed. Turn downwind (we had wind this week so there was no simulated its coming from the north/south etc.) and select a base turn point. Now I can try and determine what’s happened; Fuel is on and sufficient, mixture is rich, carb heat is on, mags on both, primer is locked, pump the throttle, try a re-start – nothing; so we’re going in. Make your MAYDAY (simulated only over the intercom) call (often whilst turning onto base for the field). Line up on final approach to the field, using the flaps in stages to stop the aiming point shifting up the windscreen as necessary. Crash drills (simulated), fuel off, mixture off, mags off, throttle closed, hatches loose (unlatched), harness tight, everything electrical off (except the master switch – you need that for the flaps as they are electric). At 100ft MSL (you know you are in the field (or not) then) full throttle and execute a standard missed approach and climb out. After a number of practices and getting it right I performed a low level return to base (600ft) and a flapless landing (John likes to get you to perform different approach types on dual lessons to keep the practice up on the various types of approach).
The wind made a big difference to this week’s lesson, as the aircraft tracked downwind much faster than it did the previous week, and of course turning into headwind meant the ground speed was much lower too. It also made the choice of field much more critical, why would you want to think about crosswind landings on an emergency if you don’t have to.
Next week: more PFL and low level RTB, with some steep turns and stalls thrown into the mix. Though there will be one difference – I’ll be on my own. Yes John will be tossing me the keys to Papa Juliet and telling me to go and get on with it. Heading out to the training area solo will be a tad different to flying the circuit solo! Big compliment to me knowing that he trusts me to take the aircraft away from the circuit and bring it back mind
I will also be having a crack at the next (sixth) theory exam – Communications, I am consistently getting mid-ninety percent scores on the practice questions now, with the radio exam out of the way (the theory part of the RT course is now complete, practical has started).
Edited by PanzerCommander on Monday 24th August 21:33
I did my PFLs over Romney Marsh, so picking which field was the hard part I was told to keep the chosen field on the wing tip to help judge the approach. Don't forget to brief your passengers. I didn't do any on my own, so that's something different.
It sounds like you're making good progress
I was told to keep the chosen field on the wing tip to help judge the approach. Don't forget to brief your passengers. I didn't do any on my own, so that's something different.It sounds like you're making good progress
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