Here is a link to a great video I just watched of a 747-400 approach and landing through heavy cloud to touchdown, all from the cockpit. I really love videos like this because it shows what amazing things can be achieved through the state of technology and procedures in aviation today.
Of particular note is the attitude during the flare and touchdown from the perspective of the cockpit.
http://youtu.be/YaB2io0UyOk
Watch full-screen for best effect!
Tuesday, 7 May 2013
Sunday, 28 April 2013
Learning
So a couple of weeks ago I had racked up my 2.0 hours solo in the circuit that was required to move on to the next stage of learning, and my instructor was taking me through stall revision. At the time I thought 'oh yeah this is helpful', having gone through stalls what seemed like ages ago, it was welcome to practice them again in detail. We did this a couple of times, climbing up to 4000ft in the training area (sufficient to recover by 3000ft) and mainly working on my footwork with the rudder, as well as coordination with the throttle and elevator.
Anyway, as time goes on I can see how great the teaching of my wonderful instructor is. For example, after the stall revision we started to work on short field landing technique. This basically involves making the approach at the lowest speed possible (5-7 knots above Vs) with full flap and using as little runway as possible, simulating a landing in a tiny little paddock somewhere, while still maintaining a sensible approach path for the speed and power setting. This is very tricky. If landing normally is like walking on a balance beam, then short field landings are like walking on a much thinner balance beam.
Anyway, it suddenly became obvious why the stall revision was done before the short-field technique, as during the approach I needed to fly closer to the stall speed than I was initially comfortable with. Turning on to final with full flaps and minimum speed, the use of throttle and attitude is like microsurgery. The couple of times I got is mostly right was due to the fact that I had been taught how to land properly, and so when introduced to advanced landing techniques was able to understand it.
Today at one point the skills came together when my instructor told me I needed to land on the piano keys at the threshold. Rather than 1/3 of the way in the runway, my aiming point was to be the grass in front of the extended threshold! I made a pretty good approach at minimum speed and put the the wheels down really early, and we managed to taxi off at the earliest point.
A few other chances I had were not as good, mainly because if slightly too much power on final. At these slow speeds with tight throttle/RoD/aim point tolerances, anything that smells like slightly too much power will give you too much momentum over the threshold. Especially with a bit of downdraft on final, which I had today for a while, when you have to correct with extra power you have to be careful to use JUST ENOUGH while still avoiding the stall.
Todays flying was a great day's work, and really enjoyable and beneficial. I have also been managing some more advanced communications and operations within the ATC circuit environment.
PS here is a couple of really great youtube channels I have been watching:
https://www.youtube.com/user/markrob3/videos
https://www.youtube.com/user/okguido/videos
Anyway, as time goes on I can see how great the teaching of my wonderful instructor is. For example, after the stall revision we started to work on short field landing technique. This basically involves making the approach at the lowest speed possible (5-7 knots above Vs) with full flap and using as little runway as possible, simulating a landing in a tiny little paddock somewhere, while still maintaining a sensible approach path for the speed and power setting. This is very tricky. If landing normally is like walking on a balance beam, then short field landings are like walking on a much thinner balance beam.
Anyway, it suddenly became obvious why the stall revision was done before the short-field technique, as during the approach I needed to fly closer to the stall speed than I was initially comfortable with. Turning on to final with full flaps and minimum speed, the use of throttle and attitude is like microsurgery. The couple of times I got is mostly right was due to the fact that I had been taught how to land properly, and so when introduced to advanced landing techniques was able to understand it.
Today at one point the skills came together when my instructor told me I needed to land on the piano keys at the threshold. Rather than 1/3 of the way in the runway, my aiming point was to be the grass in front of the extended threshold! I made a pretty good approach at minimum speed and put the the wheels down really early, and we managed to taxi off at the earliest point.
A few other chances I had were not as good, mainly because if slightly too much power on final. At these slow speeds with tight throttle/RoD/aim point tolerances, anything that smells like slightly too much power will give you too much momentum over the threshold. Especially with a bit of downdraft on final, which I had today for a while, when you have to correct with extra power you have to be careful to use JUST ENOUGH while still avoiding the stall.
Todays flying was a great day's work, and really enjoyable and beneficial. I have also been managing some more advanced communications and operations within the ATC circuit environment.
PS here is a couple of really great youtube channels I have been watching:
https://www.youtube.com/user/markrob3/videos
https://www.youtube.com/user/okguido/videos
Sunday, 7 April 2013
Solo Flying 1.1 hours PIC (But who's counting?)
Today as we arrived at Camden airport the air was clear and calm. The fog and overcast predicted by the aviation forecast was nowhere to be seen, which made good conditions for solo flying. I knew my usual instructor was away today and that I would be flying with someone else, who turned out to be the same person I flew with last time my instructor was away. All this added up to the precious solo circuit time, which I need to clock up two hours of before I move on to the next stage of training.
Initial solo time takes place within the circuit pattern and consists of doing a couple of laps dual with an instructor who checks the conditions, traffic, and how you're flying. Then if they decide all is fine, they send you up for a couple of touch-and-go circuits. All this happens within an hour, so usually ends up being 0.5 hours dual and 0.5 hours solo in the log book.
After two touch-and-go's we made a full stop landing and my instructor hopped out. I flew three touch-and-go circuits and then a full stop.
Today I was very happy with my flying because achieved the three goals I had in the back of my head. They were:
-Fly accurate circuits (I knew I was capable of maintaining a more accurate circuit pattern, and had before, but lately had been focusing on radio communications, engine monitoring etc)
-Level off accurately at circuit altitude (when flying solo the aircraft lighter and so climbs easier. I've been tending to get up to 100 ft too high on downwind which isn't good enough for me so needs to be improved)
-Make some really nice landings (today my instructor suggested I focus more on landing on the centre line, which I did ok given the conditions)
This was made much easier owing to the calm weather and traffic conditions, but that also allowed me to focus on them rather than crosswind landing technique, for example. I thoroughly enjoyed my solo flying today, and I was very happy with the circuits and landings I made.
It was one of those sessions where I really got to enjoy the thrill of flight. There is nothing quite like climbing through 600 ft AGL to find the air is smooth while turning on to crosswind, seeing the view all the way past the CBD to the East, and then making a smooth and comfortable approach and landing. It's even better knowing that I'm capable to safely do all this by myself. I often think back to when I was first considering learning to fly and what I thought then, compared to what I think now.
Initial solo time takes place within the circuit pattern and consists of doing a couple of laps dual with an instructor who checks the conditions, traffic, and how you're flying. Then if they decide all is fine, they send you up for a couple of touch-and-go circuits. All this happens within an hour, so usually ends up being 0.5 hours dual and 0.5 hours solo in the log book.
After two touch-and-go's we made a full stop landing and my instructor hopped out. I flew three touch-and-go circuits and then a full stop.
Today I was very happy with my flying because achieved the three goals I had in the back of my head. They were:
-Fly accurate circuits (I knew I was capable of maintaining a more accurate circuit pattern, and had before, but lately had been focusing on radio communications, engine monitoring etc)
-Level off accurately at circuit altitude (when flying solo the aircraft lighter and so climbs easier. I've been tending to get up to 100 ft too high on downwind which isn't good enough for me so needs to be improved)
-Make some really nice landings (today my instructor suggested I focus more on landing on the centre line, which I did ok given the conditions)
This was made much easier owing to the calm weather and traffic conditions, but that also allowed me to focus on them rather than crosswind landing technique, for example. I thoroughly enjoyed my solo flying today, and I was very happy with the circuits and landings I made.
It was one of those sessions where I really got to enjoy the thrill of flight. There is nothing quite like climbing through 600 ft AGL to find the air is smooth while turning on to crosswind, seeing the view all the way past the CBD to the East, and then making a smooth and comfortable approach and landing. It's even better knowing that I'm capable to safely do all this by myself. I often think back to when I was first considering learning to fly and what I thought then, compared to what I think now.
Sunday, 24 March 2013
Solo again
Yesterday I flew solo again for the second time.
After a couple of circuits that included demonstrating a go around my instructor jumped out and told me to do two touch and goes, then a full stop landing. I was surprised how comfortable I felt waiting at the holding point prior to take off, which I had plenty of time to ponder over because I was third in line out of 5, and there was heaps of traffic coming in! Once I got airbourne though everyone flew off and I had the runway to myself. I couldn't stifle the big grin on my face on downwind.
I have to get used to how differently the aircraft handles with only one person in it. Because it climbs so well, I keep getting 100 feet to high on the downwind leg - not a significant error, but ideally I'd like to be within 50 feet of where I'm supposed to be. Flying straight and level with less weight requires a lower nose attitude than I am used to. When I was making adjustments yesterday I kept pointing the nose lower and lower all the while thinking I was going to start descending. On the third lap around I managed to hold it ok.
All up not too bad of a performance. Once I get used to the quicker handling while solo I should be under control.
After a couple of circuits that included demonstrating a go around my instructor jumped out and told me to do two touch and goes, then a full stop landing. I was surprised how comfortable I felt waiting at the holding point prior to take off, which I had plenty of time to ponder over because I was third in line out of 5, and there was heaps of traffic coming in! Once I got airbourne though everyone flew off and I had the runway to myself. I couldn't stifle the big grin on my face on downwind.
I have to get used to how differently the aircraft handles with only one person in it. Because it climbs so well, I keep getting 100 feet to high on the downwind leg - not a significant error, but ideally I'd like to be within 50 feet of where I'm supposed to be. Flying straight and level with less weight requires a lower nose attitude than I am used to. When I was making adjustments yesterday I kept pointing the nose lower and lower all the while thinking I was going to start descending. On the third lap around I managed to hold it ok.
All up not too bad of a performance. Once I get used to the quicker handling while solo I should be under control.
Sunday, 17 March 2013
Bump
This week at conditions at the airport were too rough for me to fly solo again. I wasn't too dissapointed though, because I have been looking forward to the challenge of working on my crosswind landing technique again. It's very challenging, and forces you to really think about what you're doing and really fly the aeroplane.
The conditions were the result of a cold front moving up from the south, which I had been watching all week on the bureau of meteorology's website. It was great to watch because just this week I had been reading about cold fronts as part of my studies, and was presented with a typical one to keep track of via synoptic charts, satellite images and forecasts. I was concerned with how it would affect my chances of flying on Sunday morning, and it blew through after midnight on Saturday night. The airport was pretty quiet in the morning, but I was willing to take the chance to get some good practice. The conditions were of course within the safety limits of the aircraft and my skill level, just on the more challenging end of the spectrum.
The wind was fairly strong around 12-15 knots most of the time, and swinging 30 degrees or so mostly up the runway, but with some crosswind. Apart from taking a couple of circuits to judge how much crab angle was needed to adjust for the wind and keep an orderly 90 degree circuit, it didn't give me too much trouble.
The difficulty was in the turbulence down near the runway on short final. As it gets closer to the ground the wind tumbles over trees and hills and other features of the surface, and on windy days can become like a washing machine. For a light aircraft this has the effect of knocking it around all over the place, so constant corrections are needed to keep the wings level and flying where you want to, especially on final approach. It can get very bumpy!
To compensate I made my approach with more airspeed than usual to help penetrate the turbulence and to give us a safety margin over the stall speed. When the wind is turbulent parts of it can be moving upwards as both or one of your wings moves through it, effectively increasing the angle of attack and possibly causing a stall or wing drop, which are serious dangers when near the ground.
The turbulence was almost severe on the last two approaches, and both I and the Cessna before me went around on the second-last. I had it above the runway and slowing, but the air was so rough I just couldn't see it landing smoothly enough to call it a safe landing. It is important that I teach myself to go around whenever there is any doubt about the safety of a landing, and this was the perfect opportunity to practice my go-around technique. It went smoothly and safely, and on the next approach I was able to put it down safely on the runway.
The conditions were the result of a cold front moving up from the south, which I had been watching all week on the bureau of meteorology's website. It was great to watch because just this week I had been reading about cold fronts as part of my studies, and was presented with a typical one to keep track of via synoptic charts, satellite images and forecasts. I was concerned with how it would affect my chances of flying on Sunday morning, and it blew through after midnight on Saturday night. The airport was pretty quiet in the morning, but I was willing to take the chance to get some good practice. The conditions were of course within the safety limits of the aircraft and my skill level, just on the more challenging end of the spectrum.
The wind was fairly strong around 12-15 knots most of the time, and swinging 30 degrees or so mostly up the runway, but with some crosswind. Apart from taking a couple of circuits to judge how much crab angle was needed to adjust for the wind and keep an orderly 90 degree circuit, it didn't give me too much trouble.
The difficulty was in the turbulence down near the runway on short final. As it gets closer to the ground the wind tumbles over trees and hills and other features of the surface, and on windy days can become like a washing machine. For a light aircraft this has the effect of knocking it around all over the place, so constant corrections are needed to keep the wings level and flying where you want to, especially on final approach. It can get very bumpy!
To compensate I made my approach with more airspeed than usual to help penetrate the turbulence and to give us a safety margin over the stall speed. When the wind is turbulent parts of it can be moving upwards as both or one of your wings moves through it, effectively increasing the angle of attack and possibly causing a stall or wing drop, which are serious dangers when near the ground.
The turbulence was almost severe on the last two approaches, and both I and the Cessna before me went around on the second-last. I had it above the runway and slowing, but the air was so rough I just couldn't see it landing smoothly enough to call it a safe landing. It is important that I teach myself to go around whenever there is any doubt about the safety of a landing, and this was the perfect opportunity to practice my go-around technique. It went smoothly and safely, and on the next approach I was able to put it down safely on the runway.
Monday, 11 March 2013
First Solo
It's been a couple of months and good many hours circuit training since I last wrote here, which is probably good because it would be boring to read about circuits over and over again. Not that it isn't enjoyable and challenging flying the circuit, its just repetitive practice to take you through as many takeoffs and landings as possible, and would lose a lot in the telling.
Over the last couple of months I have been refining my skills to the point that today I completed my first solo circuit. My instructor hopped out beside the taxiway and after a few words of encouragement off I went! On the way I double-checked with the tower that I had clearance to taxi up to the holding point as I wasn't sure. The holding point is within the 'maneuvering area' which you need clearance to enter.
Anyway it all went very smoothly, as conditions today were perfect and the circuit traffic wasn't heavy. The air was cool, it was early so there were no thermals to make the air bumpy, no cloud, and no wind.
I had heard stories of people being overcome with terror and not being able to line up on the runway, but this lap around the runway couldn't have gone smoother. I was completely relaxed and calm (if a little excited) as I pulled up to the holding point and reported ready. I double, then triple checked everything (takeoff trim, fuel pump, engine instruments etc) and when I was cleared to line up and then take off it was the best feeling in the world.
The aeroplane climbed like a rocket! In a two-seater training aircraft there isn't even much weight allowable for bagage, so when you halve the usual number of people sitting in it the change in weight is quite siginificant. Coupled with the cool, high-pressure air the effect on performance was noticable. I think I reached circuit height before I turned downwind, which is unusual.
Anyway the circuit was good, I could have been a bit closer in, and I didn't really lose altitude quickly enough so my approach was a little steep. I was very happy with my final approach and touchdown.
Overall it was awesome to be in complete control of the aeroplane for the first time. Although my instructor hasn't needed to touch the controls for weeks now, it's an indescribably different feeling to be alone in the cockpit. I studied quite intensely leading up to this flight because I wanted to make sure I had all the relevant rules and emergency procedures memorised, knowing that when by myself, its all up to me to fix any problems that may arise. This is something I'm going to be coming to terms with over the next part of my training, and I suppose thats what initial solo flights are for. With an instructor there its always in the back of your mind that if there is a real problem someone else will deal with it, but now it'll be up to me to make sure I have the answers and solutions ready myself. This is a responsibility and challenge I am excited about facing, and which is after all the basic responsibility of being a pilot.
I have to build up two total solo hours now before moving on to the next phase of my training. This is achieved by flying 2 or 3 circuits with an instructor, and then them hopping out for me to fly 2 or 3 solo cuircuits. Hopefully the weather conditions over the next couple of weeks will be favourable and I can get some more solo flights under my belt!
After my flight I was treated to a tour of the training area. I'd been out there before, but this flight had a serious element of introducing me to the boundaries of the Sydney training area in preparation for more work out there. It was also nice to get some altitude and cruise around South-Western Sydney for an hour. At this stage I'm more hooked with every aviation experience I have.
Over the last couple of months I have been refining my skills to the point that today I completed my first solo circuit. My instructor hopped out beside the taxiway and after a few words of encouragement off I went! On the way I double-checked with the tower that I had clearance to taxi up to the holding point as I wasn't sure. The holding point is within the 'maneuvering area' which you need clearance to enter.
Anyway it all went very smoothly, as conditions today were perfect and the circuit traffic wasn't heavy. The air was cool, it was early so there were no thermals to make the air bumpy, no cloud, and no wind.
I had heard stories of people being overcome with terror and not being able to line up on the runway, but this lap around the runway couldn't have gone smoother. I was completely relaxed and calm (if a little excited) as I pulled up to the holding point and reported ready. I double, then triple checked everything (takeoff trim, fuel pump, engine instruments etc) and when I was cleared to line up and then take off it was the best feeling in the world.
The aeroplane climbed like a rocket! In a two-seater training aircraft there isn't even much weight allowable for bagage, so when you halve the usual number of people sitting in it the change in weight is quite siginificant. Coupled with the cool, high-pressure air the effect on performance was noticable. I think I reached circuit height before I turned downwind, which is unusual.
Anyway the circuit was good, I could have been a bit closer in, and I didn't really lose altitude quickly enough so my approach was a little steep. I was very happy with my final approach and touchdown.
Overall it was awesome to be in complete control of the aeroplane for the first time. Although my instructor hasn't needed to touch the controls for weeks now, it's an indescribably different feeling to be alone in the cockpit. I studied quite intensely leading up to this flight because I wanted to make sure I had all the relevant rules and emergency procedures memorised, knowing that when by myself, its all up to me to fix any problems that may arise. This is something I'm going to be coming to terms with over the next part of my training, and I suppose thats what initial solo flights are for. With an instructor there its always in the back of your mind that if there is a real problem someone else will deal with it, but now it'll be up to me to make sure I have the answers and solutions ready myself. This is a responsibility and challenge I am excited about facing, and which is after all the basic responsibility of being a pilot.
I have to build up two total solo hours now before moving on to the next phase of my training. This is achieved by flying 2 or 3 circuits with an instructor, and then them hopping out for me to fly 2 or 3 solo cuircuits. Hopefully the weather conditions over the next couple of weeks will be favourable and I can get some more solo flights under my belt!
After my flight I was treated to a tour of the training area. I'd been out there before, but this flight had a serious element of introducing me to the boundaries of the Sydney training area in preparation for more work out there. It was also nice to get some altitude and cruise around South-Western Sydney for an hour. At this stage I'm more hooked with every aviation experience I have.
Monday, 29 October 2012
Lesson 8
Rectangles aka learning circuits.
Due to the cloudy conditions we weren't able to do advanced stalls again this week. I suppose me and incipient spins just aren't meant to be. As long as I can get in the air I'm happy, because before this I'd only been flying once in the past month due to weather.
Instead I was to be introduced to flying the circuit pattern. In case you dont know, the circuit is a 3D flight path around a runway that is used for keeping the traffic flow arriving and departing from an airport orderly and safe. It is essentially rectangular in shape, usually with turns to the left, and the downwind leg is usually flown at 1000ft above the surface.
For training purposes the circuit pattern is used to practice takeoffs and landings, and to stitch together the basic manouvers learned so far into a more realistic sequence of events. Although a challenging prospect, I've been keen to get into this process because it feels like a next-step of sorts, and will give me the opportunity to practice and practice my flying skills until I hopefully become very comfortable at the controls.
To get started we went out to the training area to fly an imaginary 'circuit'. My trusty instructor told me that this was his preferred way of introducing the circuits, as opposed to flying it around the actual airstrip the first time around. The reasons for this are many. Not only is the actual circuit busy with traffic, but radio calls will have to be made, as well as actual landing approaches and takeoffs, all of which will distract the student from the basic task of flying the correct headings and altitudes during climbs, turns and descents. Also, if you much up your circuit pattern and drift too far away from the runway (which I would have done for sure) you have to fly away from the aerodrome and come back via a reporting point.
So off we went to the training area. My 'ground level' was to be at 2000ft and my 'runway' on a North/South heading, so that my initial climb would be to the north, then 90 degrees left to West at 500ft, then 90 degrees left to head South for the downwind leg at 3000ft. Toward the end of the downwind leg I had to perform a pre-landing check, then slow the Skipper down by reducing throttle and lowering the flaps. Then as I descended I turned 90 Degrees to the East on the base leg, then turning North at 500ft above and in line with the 'runway' and hopefully ending the final leg at 2000ft and levelling out.
It was busy, and very challenging. I did feel like I got the hang of it, and it was helpful to be able to repeat the pattern a few times over to improve my co-ordination and practice getting the turns and altitudes accurate. It was also good to be able to do it away from the airstrip so that hopefully next week I won't make a total fool of myself when I practice in the real circuit.
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Due to the cloudy conditions we weren't able to do advanced stalls again this week. I suppose me and incipient spins just aren't meant to be. As long as I can get in the air I'm happy, because before this I'd only been flying once in the past month due to weather.
Instead I was to be introduced to flying the circuit pattern. In case you dont know, the circuit is a 3D flight path around a runway that is used for keeping the traffic flow arriving and departing from an airport orderly and safe. It is essentially rectangular in shape, usually with turns to the left, and the downwind leg is usually flown at 1000ft above the surface.
For training purposes the circuit pattern is used to practice takeoffs and landings, and to stitch together the basic manouvers learned so far into a more realistic sequence of events. Although a challenging prospect, I've been keen to get into this process because it feels like a next-step of sorts, and will give me the opportunity to practice and practice my flying skills until I hopefully become very comfortable at the controls.
To get started we went out to the training area to fly an imaginary 'circuit'. My trusty instructor told me that this was his preferred way of introducing the circuits, as opposed to flying it around the actual airstrip the first time around. The reasons for this are many. Not only is the actual circuit busy with traffic, but radio calls will have to be made, as well as actual landing approaches and takeoffs, all of which will distract the student from the basic task of flying the correct headings and altitudes during climbs, turns and descents. Also, if you much up your circuit pattern and drift too far away from the runway (which I would have done for sure) you have to fly away from the aerodrome and come back via a reporting point.
So off we went to the training area. My 'ground level' was to be at 2000ft and my 'runway' on a North/South heading, so that my initial climb would be to the north, then 90 degrees left to West at 500ft, then 90 degrees left to head South for the downwind leg at 3000ft. Toward the end of the downwind leg I had to perform a pre-landing check, then slow the Skipper down by reducing throttle and lowering the flaps. Then as I descended I turned 90 Degrees to the East on the base leg, then turning North at 500ft above and in line with the 'runway' and hopefully ending the final leg at 2000ft and levelling out.
It was busy, and very challenging. I did feel like I got the hang of it, and it was helpful to be able to repeat the pattern a few times over to improve my co-ordination and practice getting the turns and altitudes accurate. It was also good to be able to do it away from the airstrip so that hopefully next week I won't make a total fool of myself when I practice in the real circuit.
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