Lesson 12: Circuits ...

Almost no flying this weekend because of the lingering poor visibility (sunshine + haze) but I was very lucky to sneak up for 35 minutes. Just long enough for a few circuits in fact. The visibility was very bad in the northerly direction. We used runway 02 today, QFE 998 and I was back in papa-xray. Not the best climber of the fleet but more than adequate for a beginner like me.

In the time we were up, I had time to complete 3 circuits and generally speaking it felt slower (more manageable) than last week. Take off felt ok and the climb-out, although a little bumpy was fine. Turning through 90 onto the crosswind section and it was basically on the instruments because of the poor vis. Turning downwind I made more of a conscious effort to draw back the throttle and go downwind at a more manageable speed of 85-90 knots as opposed to last week when I think I managed Mach 2 at one point.

Landings were OK, I forgot the carb heat on the last circuit and the final approach speed was lets just say "variable" although coming over the threshold I had managed to nail it in time.

All in all, despite the bad weather a little circuit practice like this all adds to the experience of learning to fly and so is time well spent.

Today I used for the first time Motion X on the iPhone to record my track. This little app claims to record your track and then ... lets you see it in a number of different ways.

Here is how it recorded my three circuits (displayed in google earth)...

Double Click the Image for a larger view

Lesson 11: Circuits...

"Not a good day today Paul"... that was my after flight debrief from my instructor Mike. More circuits this afternoon on a warm hazy day. Conditions were OK to be honest. Wind from 190 Degrees at 8 knots. Different plane and a right hand circuit so technically, although the third lesson on circuits ...one could (I'm not going to) argue each one has been different. Three different planes, two left hand circuits, one right hand and three different runways. Two flapless landings as well. All abit mixed up.

Apparently the main problem today was occuring with a drift inwards (to the rectangle) half way down the downwind leg which was causing the turn onto base a problem. That is to say not leaving much room to wash away the airspeed and prepare for the turn onto final.

The approach to land I felt much better about although even that came under a bit of criticism today as did the flare before landing. I felt ok with the landings (confident that means to be honest) so it's a bit confusing. I think the centre line needs to be nailed.

Re drift - In doing the circuits the turns I had in my head the numbers, which I was going to stick to, but before reaching these in a couple of instances took my lead to turn when told to do so.

I certainly didnt check the runway as much as I should do although I'm pretty sure I did a lot more than yesterday. As my aerodrome is an X airfield (four runways technically) if the runway changes mid-circuit that does add to the challenge.

OK right - all that aside, things to improve then

1. Take off run - ease pressure off on the front nose!
2. E_A_S_Y on the rudder!
3. Read up on these circuits and find out exactly how it should be done
4. This will include the model circuit, airpspeed and height.

I have a lesson booked for next weekend and I can't wait to give it another go. Flying (or in my case trying) is a wonderful buzz.

11.10-03-11 C152 G-CEFM EGTO EGTO 15:50 16:50 1:00 1-1 EX12/13

Lesson 10: Too High? Too Low? Circuits...

It was a beautiful morning, clear skies, quite cold [outside of the sun]. Ice and frost was widespread but there was hardly any wind. QFE was 1018 and QNH was 1033. It was a great morning to continue doing some circuits. The good weather brought people out and there was a noticeable change in activity from previous weekends. I got to the aerodrome quite early (about 8:20) so I could complete checks for a 09:00 start.   

The 152s were all turned round to face the sun to help with the de-icing and removal of condensation. Today I was in Papa X-Ray which I had been in only once before. During the course of the lesson there was quite a few touch-and-goes and she performed very well. I also noticed the radio was very clear. Below: a prop parked vertically. This is done on the basis that any water from precipitation is free to pass through the spinner and not collect and possibly freeze within the unit. 

Circuits again today and a little more to learn. Climb out to 300ft flaps tidied and up to 500ft was ok. Climbing turn to the left up to 1000 ft. This was fine, the level turn to downwind leg was ok. That said I remember Mike my instructor pointing out to keep a check on the altitude a couple of times. The bearing on the downwind side I wasnt on the ball and I must learn to pre-empt the bearings as opposed to working this out on-the-fly turning into downwind. [On this note, we used both runway 02 relief and also 34 main]. The turn onto base is key and the slowdown and descent important for setting up your turn onto final. My takeaways then were. 1) Don't forget a light touch ("smidging") of rudder on the rotate , accelerate and climb-out. 2) Get a feel for the rough turn bearings you are going to need before starting the circuits 3) Keep a check on altitude turning level onto downwind 4) Regularly check the position of the runway 5) Keep to neat turns and not a looped  trajectory. I did this noticeably on one approach. 6) Hold off on the landing for longer ("Dont land... Dont land").

10.19-03-11 C152 G-CEPX EGTO EGTO 09:20 10:20 1:00 1-1 EX12/13



Meterology Exam and Lesson 9 : Circuit Flying!

No flying for a while due in part to the depressing wet weather we've had so far this year but also [for the last two weekends] a trip away from home.

Needless to say it was so good this weekend to be back on the flying front once again.

First of all, yesterday was a step forward when I got another test out of the way being the Mereorology Exam. It was a really interesting subject and I think they should maybe make the test a bit more extensive. It is only 20 questions and I think should be at least 40 or 50. Anyway, a couple of stupid mistakes plus (I think one test answer which was wrong) got me 80%. I had sat three sample tests earlier in the morning and got 100% on each one so I was a bit anoyed with myself but hey ho - a solid result nonetheless. I'll start on the Aircraft General and Principles of Flight next. I think that one is 50 Questions.

 Today I was so pleased to get the opportunity to fly again as it was the first part of circuit flying. It lived up to expectations and I really enjoyed the experience. Reading about it elsewhere on the web I can see this will be a challenging and probably lengthy part of the course. It was quite difficult today by all accounts as the wind was fairly strong and gusting considerably. We were on runway 02 with a slight crosswind at 40 degrees. The final approach meant descending over a small valley of trees and busy motorway before hitting (not literally) the elevated airfield. Descending at the correct height puts you right in the choppy air and we got buffetted around quite a bit. We did 4 approaches in a "touch and go" situation which went fairly well before flying off to the Isle of Grain for some general maneuvering excercises. The final landing back went well although the tolerances between a great approach and a wrong approach [especially in such conditions] are obviously quite slim.

During the debrief, my instructor Mike, gave me pointers on how it all went. This included the good bits (the approach, landings apparently) and not so good bits (turn into downwind and turn into final).

What else can I say, this is going to be a really good challenge! I have another lesson booked for next Sunday and I will certainly book that next exam!

9. 06-03-11 C152 G-BNIV EGTO EGTO 12:50 13:50 1:00 1-1 EX12/13

Ground School - Human Performance

Weather grounded !!

Last weekend the airfield at Rochester was open but the high gusting winds prohibited any flying. This weekend (at least yesterday) the weather was OK but the runways were water logged.

Basically no flying then, and worse still, with the next couple of weekends taken up it may be another 3 weeks before I can get in the air again.

Any positive news on the aviation front ? Well yes, perhaps ...

1) Today, I completed the Human Performance Exam. This was my second exam following on from the Air Law one I did a few weeks back. This is a multiple choice paper consisting of 20 questions. I got 100% on this (apparently it is meant to be the easiest ground exam) and some congratulations from the nice people who run Skytrek. I immediately booked the next exam for March 5. This will be Meteorology.

2) Since the last blog, I took some advice and purchased my own headset. I opted for the David Clark 13.4s which are identical to the ones used at the flight school which I think work really well. In the end, I found a supplier of reconditioned ones and in doing so saved about £70. They look brand new.

Why get your own? Well, the sharing of headsets is something that can lead to ear infections, which will certainly put a stop to any flying for a while. Something I'm keen to avoid as the weather seems to be doing a pretty good job of that already.

3) The other advice I got was to get some good sunglasses. I did the research on that as well (it certainly seems to be a provocative subject amongst pilots and wanabee pilots of all abilities) and opted for some Serengeti Velocity 6692s (Gun Metal, Gradient Lens).

They arrived a couple of days after ordering them on-line and I have to say I am really impressed with the build quality and of course, the performance of the lenses. I wish I could have tried them in the air yesterday! For me they seem really crisp and clear in all light levels. Apparently they look good too!

I can't wait to fly again.

Lesson 8: Exercise 10B - Stalling

Yes - yes - yes! Finally back in the air today - and what a relief! I loved it. I have to say the met office got their forecast spot on. It was chilly at around 3C, but it was dry and the pressure was 1021 hpa and falling. We had medium level cloud cover with a wind about 8mph gusting to about 16. Visibility was good though. Clouds were at around 1800ft-2300ft.

The wind made it feel really very cold and completing the checks my hands were so numb from the chill it was a pain undoing the tie downs. When we were all ready, we were both surprised to see the old girl (India Victor) wouldn't start. She offered a few "click-clicks" and that was it. There would have been more life in a chicken McNugget! This was strange as she had been out twice earlier in the day and when I arrived to do the checks the master switch was off.

Anyway, after a couple of attempts, Brian came out from the comfort of the flying school portakabin and after a few failed attempts she was fired in to life the old fashioned way - by hand cranking.

Eventually we were on the 02 Relief runway and rotating and I made a conscious effort to keep level after a bit of buffeting, and keep the attitude correct. No "keep the nose downs" from Mike this week and before no time it was time to hang a right at 1000ft and proceed over to Sheppey. I climbed through some cloud up to about 2,300ft with the Isle of Grain on the left and then a further climb to 3,400ft for Sheppey. Once there, nature had given us a big hole in the cloud with the ground in sight and glorious sunshine to the east.

Today's lesson was all about stalling, and some more stalling. And when that was done (you've guessed it) some more stalling. We must have done around 20 - 25 different stalls in various configurations.

Note to self: These were steady even flight stall, with and without flaps, recovery with and without power. Left and Right Bank Stalls, with and without flaps, recovery with power.

Takeaways being - HASELL checks! HELL checks, keep that nose up (pull the column right back), level the wings while you can, don't use the ailerons just above the stall speed (<10 knots). When stalling on the bank - keep the (banked) attitude as it stalls - DON'T TOUCH the ailerons, power in and recover roll by use of the ailerons ONLY when the Air Speed has regained.

I really enjoyed the lesson today, it was a beautiful day up there. I definitely want to take some pictures pretty soon.

Heading back to Rochester Airport and a little RT practice for rejoining the ATZ, landing felt heavy to me but apparently it was ok. No bounce or anything so maybe it was just the relief runway I wasn't familiar with.

Anyway - I loved it today and I can't wait for next week. My homework is to be researching about Circuits.

8. 30-01-11 C152 G-BNIV EGTO EGTO 15:05 16:05 1:00 1-1 EX10B

Air Law Exam & CAA Class 2 Medical

No flying today due to the rubbish weather. Looking outside it's one of those depressing winter days... very cloudy, quite still, cold, very very damp. Basically miserable.

On a more positive note I did get two things achieved yesterday, one being the Air Law exam and the other was the CAA Class 2 Medical.

On the first one, its a 40 question multiple choice setup which you are given an hour to complete. I didn't read one question properly despite all the best advice you are given, and know yourself.... so that was dumb of me, and then waiting with time to finish (an hour is more than enough) I changed two correct answers to the wrong ones! In those cases I thought they were trick questions, and with time to spare convinced myself of that! Another dumb move as the only person tricking me was myself. Despite being irritated with myself I got 90% in the end which was still OK. Somebody joked that every point over 75% was a waste of effort anyway!

As for the Medical, that lasts just over an hour and covers various eye tests, ECG, a questionnaire, weight, height, ear inspections, chest breathing etc. The doctor who performed my medical was a top guy, a very experienced aviator and just generally speaking a really nice bloke. Apparently, most of the people who bomb out of the Class 1, would probably have bombed out of the Class 2. The main difference being the more in depth eye and ear tests on the Class 1 which is not the most common cause of issues. As I'm past the 40 mark the certificate is valid (fingers crossed - health permitting) for 2 years.

So these two things are done now which means I can legally fly solo when the time comes. I've booked up the next exam for Sunday Feb 13 (Human Factors and Flight Safety) and I've rebooked today's cancelled lesson for next weekend.

At least the days are getting longer now .. the sun WILL return!

Grounded

They (Met Office, BBC ..) got the forecast completely wrong. Woke up to a gorgeous blue sky.

I read somewhere weather forecasts are just horoscopes with numbers.

Anyway, despite the aerodrome webcam showing little activity apart from cars moving around I had hope of flying right up to the last minute but sadly after all the rain we had (earlier this week), the runways were deemed to be still not up to scratch.

Oh well. Bummer. Re-booked for next Sunday.

High Flight

Oh! I have slipped the surly bonds of earth
And danced the skies on laughter-silvered wings;
Sunward I've climbed, and joined the tumbling mirth
Of sun-split clouds - and done a hundred things
You have not dreamed of - wheeled and soared and swung
High in the sunlit silence. Hov'ring there
I've chased the shouting wind along, and flung
My eager craft through footless halls of air.
Up, up the long delirious, burning blue,
I've topped the windswept heights with easy grace
Where never lark, or even eagle flew -
And, while with silent lifting mind I've trod
The high untresspassed sanctity of space,
Put out my hand and touched the face of God.

Pilot Officer Gillespie Magee
No 412 squadron, RCAF
Killed 11 December 1941