Stalls
I'd been looking forward to stalls. Flying the aircraft to the point when the wings stop producing enough lift, and effectively falls from the sky sounds like great fun, and it was. Although it was as un-spectacular as I expected it to be, too. Training aircraft (and most modern light aircraft) are designed so that the stall is pretty benign, and easy to recover from. This is obviously for safety reasons, and due to the fact that during training what you want is stability, so you dont end up whizzing around all over the place. If you're doing serious aerobatics you want less stability in the aircraft, so that you can whizz about all over the place.
After the briefing I did the preflight check and we hopped in the Skipper and filled her up at the bowser, taxied over and did the runup before departing runway 06. The weather was great again, by the way.
After the initial climb I was in charge of getting us up to 4,000 feet, which took a little while owing to the warm air, which I didn't mind as it gave me a nice long chance to practice holding the climbing settings, which I'm feeling comfortable with now. After leveling off my trusty instructor demonstrated some of the stalls we'd been talking about in the briefing. The main symptom of a stall in the Skipper is a the 'buffeting' of the tail, which I'd read up on and turned out to be the primary indicator apart from the getting below the green arc on the airspeed indicator. When it does stall, the Skipper's tail bumps around a little bit (due to the turbulent off the back of the stalled wing hitting the tail) and then the nose lowers if you let it. All you have to do is let go of the controls and the damn thing un-stalls itself! Like I said, stability.
Although it was valuable to learn about it all, the two most fun versions for me were the full-power stall, and the recovery from a power-off stall. The full-power stall taught me that you'd have to be an absolute maniac to manage a stall with the throttle up all the way - the nose attitude was so high we were almost impersonating a helicopter.
Stalling with no power is much easier, and happens at a lower angle of attack, which more usefully simulates stall conditions in a power-off glide, or even a low-power descent. With this one the recovery was the fun part. Upon feeling the tail bump around, all you have to do is move open the throttle to full, and pull back gently once the airspeed picks up. This produces a pleasing g-force sensation that makes you feel like you're going really fast, which in the Skipper is around 60-70 knots, which isn't very fast at all.
The stalls themselves were mainly a non-event, which is exactly how I've read them described in every article about some new aeroplane. As my trusty instructor pointed out, many of these training maneuvers are based on older airframe designs that could potentially get you in a little bit more trouble. Whereas most modern light aircraft (post-1970?) are well-designed enough that it's not really an issue, although obviously it pays to know and practice.
Having said that, next week's lesson is entitled 'Stalls - Advanced', so we'll see how I feel about it after that.
We also decided that I need more work on my turns, because I just cant seem to get the elevator pressure right and hold my altitude. It'll be a good idea to get that sorted before I test my skills in the circuit.
Sunday, 23 September 2012
Sunday, 16 September 2012
Lesson 5
Turning
Conditions were great today, not a breath of wind when I got out of the car, not too hot, no clouds. I enjoyed the flight today because, among other reasons, it wasn't at all bumpy. So far although I've experienced only mild turbulence in a little aircraft like the skipper there is lots of minor adjustments needed just to keep the wings level, which is ok. But like I said today was smooth.
After the briefing my instructor sent me out to have a go at the full pre-flight inspection by myself. Following the checklist dutifully (and comfortably, mainly due to my in-sim familiarity with checklists, and plenty of book reading) I noticed one little problem. When he came out to see how I went I informed my instructor of the abnormality, which was obscure, fairly insignificant and easily remedied. To which he replied along the lines of 'I'm afraid that problem was un-natrual. Cheeky instructors tend to set these things up sometimes'. I'm not going to tell you what it was in case your instructor uses this trick on you, because it helped to reinforce in my mind the responsibility of following what at times seems an arbitrary list of words, that is actually very important.
I did plenty of taxiing, which I enjoyed. I'm getting a better feel for the pedals, and not breaking too hard, but still limiting the ground speed.
After takeoff we passed pretty close underneath a Cessna heading in the opposite direction. I asked my instructor if that was too close, ie less than 500ft vertical separation (Camden outbound altitude is 1300ft while inbound is 1800 ft = 500ft difference), and he said it was about right and explained the importance of maintaining the correct altitudes. As he said, if I was a bit too high and the Cessna was a bit too low things could get dangerous.
Then we built upon what I had already learned, and surprisingly I felt much more comfortable with some maneuvers which previously had been slightly confusing to coordinate, such as setting up a climb, which I put down to reviewing the notes from the previous lesson.
After demonstration, I went through climbing turns, medium level turns (30 degrees) and gliding turns, getting used to putting the horizon at the correct position outside the window. Also getting into the habit of checking for traffic before a turn is something that will have to become natural eventually.
Judging the angle of the horizon out the window is something that will take more practice, although I feel I'm improving bit by bit. I also have to stop looking out the side window at the ground. As my instructor said, like skiing, where you look is where you'll go. So during my descending turns to the left I was losing too much altitude, which he put down to the fact that I'm in the left-hand seat, whereas on the right I can't look out the side as much. Made sense to me.
After we landed we taxied the Skipper to the bowser for refueling. I learned how to earth the aircraft, put the card in and fill the tanks. Another step forward. Training so far has been very effective in allowing me slightly more freedom in the operation of the aircraft each time, like slowly opening up each aspect bit by bit.
Next level is stalls, which I'm looking forward to, although the weekly forecast isn't so good.
All in all a very positive day's flying, which only serves to motivate me.
Conditions were great today, not a breath of wind when I got out of the car, not too hot, no clouds. I enjoyed the flight today because, among other reasons, it wasn't at all bumpy. So far although I've experienced only mild turbulence in a little aircraft like the skipper there is lots of minor adjustments needed just to keep the wings level, which is ok. But like I said today was smooth.
After the briefing my instructor sent me out to have a go at the full pre-flight inspection by myself. Following the checklist dutifully (and comfortably, mainly due to my in-sim familiarity with checklists, and plenty of book reading) I noticed one little problem. When he came out to see how I went I informed my instructor of the abnormality, which was obscure, fairly insignificant and easily remedied. To which he replied along the lines of 'I'm afraid that problem was un-natrual. Cheeky instructors tend to set these things up sometimes'. I'm not going to tell you what it was in case your instructor uses this trick on you, because it helped to reinforce in my mind the responsibility of following what at times seems an arbitrary list of words, that is actually very important.
I did plenty of taxiing, which I enjoyed. I'm getting a better feel for the pedals, and not breaking too hard, but still limiting the ground speed.
After takeoff we passed pretty close underneath a Cessna heading in the opposite direction. I asked my instructor if that was too close, ie less than 500ft vertical separation (Camden outbound altitude is 1300ft while inbound is 1800 ft = 500ft difference), and he said it was about right and explained the importance of maintaining the correct altitudes. As he said, if I was a bit too high and the Cessna was a bit too low things could get dangerous.
Then we built upon what I had already learned, and surprisingly I felt much more comfortable with some maneuvers which previously had been slightly confusing to coordinate, such as setting up a climb, which I put down to reviewing the notes from the previous lesson.
After demonstration, I went through climbing turns, medium level turns (30 degrees) and gliding turns, getting used to putting the horizon at the correct position outside the window. Also getting into the habit of checking for traffic before a turn is something that will have to become natural eventually.
Judging the angle of the horizon out the window is something that will take more practice, although I feel I'm improving bit by bit. I also have to stop looking out the side window at the ground. As my instructor said, like skiing, where you look is where you'll go. So during my descending turns to the left I was losing too much altitude, which he put down to the fact that I'm in the left-hand seat, whereas on the right I can't look out the side as much. Made sense to me.
After we landed we taxied the Skipper to the bowser for refueling. I learned how to earth the aircraft, put the card in and fill the tanks. Another step forward. Training so far has been very effective in allowing me slightly more freedom in the operation of the aircraft each time, like slowly opening up each aspect bit by bit.
Next level is stalls, which I'm looking forward to, although the weekly forecast isn't so good.
All in all a very positive day's flying, which only serves to motivate me.
Thursday, 13 September 2012
DHC-4 Caribou
I really love the Caribou. Too bad it was recently retired from service with the RAAF. This thing can land on nothing but a patch of dirt. Checkout the profile of the wings and the STOL performance in this video. I seems like a hardy aircraft too, a real blokes machine.
Take that helicopters!
By the way, if you're looking at this blog, please leave some comments! I'd love to hear what you have to say. I'm looking especially at you, person from Russia.
Take that helicopters!
By the way, if you're looking at this blog, please leave some comments! I'd love to hear what you have to say. I'm looking especially at you, person from Russia.
Sunday, 9 September 2012
Lesson 4
Climbing and descending
I was able to perform the full preflight inspection today, which I had been looking forward to learning. It involves walking around the aircraft checking various parts and confirming that it is airworthy. Checking the fuel situation was an important highlight, looking in the tanks to confirm fuel levels and draining a sample from each tank to check for water and sediment. My instructor told me that these procedures have their roots in times when aircraft would often be fueled from barrels and sediment and water contamination was more common, although obviously it sill pays to check, especially at the first flight of the day and after refueling. I also got avgas on my hand for the first time, checking the Skipper's funny little valve under the fuel sump. Silly valve design that one.
I had the chance to taxi a little bit more, and got used to the brakes pretty quickly while lining up behind a Warrior at the holding point! Didn't much feel like driving the prop through his/her tail.
After takeoff the air was a little bit bumpy, but I managed to hold pretty good straight and level, with my instructor giving me a little more liberty on the controls after last week. After a quick demonstration I practiced climbs, including lowering the nose every 500ft to check for traffic ('you can do it all your life and never see anyone in front, but the one time you don't check someone will be there' - instructor). After a few climbs and level-offs, we did powered descents and glide descents, leveling-off after each.
As I think I've mentioned before, you can read about it all you want, but in practice it's much trickier. Co-ordination between attitude, throttle and trim is difficult so far, and something I'm looking forward to getting used to. For example, when initiating a climb I check the sky for traffic, increase throttle to full, correct flightpath with rudder, adjust attitude to put the horizon where it should be, let the airspeed settle to (around) 68, and trim. On paper it is so simple, but getting it to happen physically takes getting used to. I feel much more practice will be needed before I have the hang of these simple maneuvers, but I look forward to being able to execute them natrually.
Main lesson from today: STOP LOOKING AT THE INSTRUMENTS! I need to use the horizon and outside view as primary reference, and only glance at the instruments as indicators of trends, and re-adjust accordingly.
I was able to perform the full preflight inspection today, which I had been looking forward to learning. It involves walking around the aircraft checking various parts and confirming that it is airworthy. Checking the fuel situation was an important highlight, looking in the tanks to confirm fuel levels and draining a sample from each tank to check for water and sediment. My instructor told me that these procedures have their roots in times when aircraft would often be fueled from barrels and sediment and water contamination was more common, although obviously it sill pays to check, especially at the first flight of the day and after refueling. I also got avgas on my hand for the first time, checking the Skipper's funny little valve under the fuel sump. Silly valve design that one.
I had the chance to taxi a little bit more, and got used to the brakes pretty quickly while lining up behind a Warrior at the holding point! Didn't much feel like driving the prop through his/her tail.
After takeoff the air was a little bit bumpy, but I managed to hold pretty good straight and level, with my instructor giving me a little more liberty on the controls after last week. After a quick demonstration I practiced climbs, including lowering the nose every 500ft to check for traffic ('you can do it all your life and never see anyone in front, but the one time you don't check someone will be there' - instructor). After a few climbs and level-offs, we did powered descents and glide descents, leveling-off after each.
As I think I've mentioned before, you can read about it all you want, but in practice it's much trickier. Co-ordination between attitude, throttle and trim is difficult so far, and something I'm looking forward to getting used to. For example, when initiating a climb I check the sky for traffic, increase throttle to full, correct flightpath with rudder, adjust attitude to put the horizon where it should be, let the airspeed settle to (around) 68, and trim. On paper it is so simple, but getting it to happen physically takes getting used to. I feel much more practice will be needed before I have the hang of these simple maneuvers, but I look forward to being able to execute them natrually.
Main lesson from today: STOP LOOKING AT THE INSTRUMENTS! I need to use the horizon and outside view as primary reference, and only glance at the instruments as indicators of trends, and re-adjust accordingly.
Wednesday, 5 September 2012
STOL West Papua video
Like any other aviation nerd, I'm guilty of watching heaps of youtube videos of landings, takeoffs and (dorkiest of all) engine startups. Here is one of my favorites. Some serious piloting skills, and most of all incredible STOL (Short TakeOff and Landing) technique. Watch it in full screen.
http://www.youtube.com/watch?v=EjKEta8rYow
Watch out for the mountains.
http://www.youtube.com/watch?v=EjKEta8rYow
Watch out for the mountains.
Sunday, 2 September 2012
Lesson 2
Straight and level.
In my sim at home I've challenged myself to fly straight and level many times with a variety of aircraft, using an exterior visual reference point and riding the throttle, elevators and trim. I've felt confident doing it and can achieve nice level flight this way. However I'm already starting to feel the huge differences between doing something in a home simulator and a real life flight environment.
Firstly, as I mentioned before, the feeling of a real aircraft is a substantial difference between the two. The feeling of the controls, the movement of the Skipper bouncing around and consequent little corrections with the yoke, and especially the view outside make it a whole different game.
I went into this lesson knowing that I needed to get used to looking outside rather than in. Various sources will tell you that a VFR (Visual Flight Rules) pilot should be looking outside the cockpit 80% or 90% of the time. In a simulator at home this isn't very useful, because although the environmental model can seem really real, its nothing compared to the visual cues afforded in real life flight. In X-Plane, its very easy and at times more reliable to focus on the instruments (vertical speed indicator, directional gyro, altimeter and airspeed indicator) to maintain straight and level flight than on a point in the outside world. This is contrary to what you need to learn in VFR training, and I plan on pushing myself to get out of this mindset. So far it's going ok, as the visual cues in the real sky, as well as the feelings from control imputs and the movement of the aircraft itself prove far more effective than sitting on a seat at home (obviously).
The main lesson learned from today was through the physical movement of my body needed to manipulate controls. You can read as many checklists and descriptions of control adjustments as you want, and I've become pretty good at starting and setting up sim craft for various aspects of flight, but in real life you also have to teach your arms and hands to move to and adjust things as needed.
As a side note, I don't want to end up writing to much about the comparisons between home simulation and real world flight, so to put things in another perspective I'll talk about the books I've been going through.
Firstly I read and re-read the Bob Tait BAK textbook, and have been re-reading it and testing myself on the little quizzes over and over. I've found this book to be a great way to learn about the basics of flight. Since then I've had my hands on the Aviation Theory Centre Student Pilot Kit. It contains a logbook, a detailed book about radio communication, a step-by-step flying manual in line with your training for each lesson that you can review, and a BAK theory book. I've been working through the BAK book for about a week, and I've found it a great second opinion on the theory covered in the Bob Tait edition, but it goes into a little more detail. I think it's been a good step from the Bob Tait, which is more to the point about basic knowledge, whereas the Aviation Theory Centre BAK book is much more detailed on what I've already read about. I think if I read the Aviation Theory Centre book first I would have been slightly overwhelmed.
Anyway, after a thorough briefing, during today's lesson I was able to flick a few switches and start the engine, as well as get more of a feel for taxiing ('a little more right pedal' ' perhaps not so much brake' from my trusty instructor). Once in the training area my instructor set up a climb, and nominated various altitudes at which I was to level off to straight and level flight. I think I did ok, in the process getting a feel for the pitch and trim, and also being able to have a go manipulating the throttle to achieve desired RPM and airspeed. After a few of these we did similar exercises on the descent, only it was a little trickier having to start the pitch and throttle adjustments 50ft before the nominated altitude due the downwards inertia, but I got it to settle well a couple of times. I also practiced leveling off after lowering and raising the flaps, which allowed me to get used to the control of the Skipper's electric flap system, which has a little switch that pops out when adjusted and subsequently has to be popped back in when the desired deflection is achieved.
As I said, the main thing I learned today was physically manipulating the controls, getting used to more than just the yoke. I'm looking forward to getting used to these movements, and eventually being able to manipulate the Skipper naturally.
Also, it was another beautiful day to be up in the air. As we walked back through the hangar my instructor said 'well, you've had your fix for the week', which made me all the more excited for next week.
In my sim at home I've challenged myself to fly straight and level many times with a variety of aircraft, using an exterior visual reference point and riding the throttle, elevators and trim. I've felt confident doing it and can achieve nice level flight this way. However I'm already starting to feel the huge differences between doing something in a home simulator and a real life flight environment.
Firstly, as I mentioned before, the feeling of a real aircraft is a substantial difference between the two. The feeling of the controls, the movement of the Skipper bouncing around and consequent little corrections with the yoke, and especially the view outside make it a whole different game.
I went into this lesson knowing that I needed to get used to looking outside rather than in. Various sources will tell you that a VFR (Visual Flight Rules) pilot should be looking outside the cockpit 80% or 90% of the time. In a simulator at home this isn't very useful, because although the environmental model can seem really real, its nothing compared to the visual cues afforded in real life flight. In X-Plane, its very easy and at times more reliable to focus on the instruments (vertical speed indicator, directional gyro, altimeter and airspeed indicator) to maintain straight and level flight than on a point in the outside world. This is contrary to what you need to learn in VFR training, and I plan on pushing myself to get out of this mindset. So far it's going ok, as the visual cues in the real sky, as well as the feelings from control imputs and the movement of the aircraft itself prove far more effective than sitting on a seat at home (obviously).
The main lesson learned from today was through the physical movement of my body needed to manipulate controls. You can read as many checklists and descriptions of control adjustments as you want, and I've become pretty good at starting and setting up sim craft for various aspects of flight, but in real life you also have to teach your arms and hands to move to and adjust things as needed.
As a side note, I don't want to end up writing to much about the comparisons between home simulation and real world flight, so to put things in another perspective I'll talk about the books I've been going through.
Firstly I read and re-read the Bob Tait BAK textbook, and have been re-reading it and testing myself on the little quizzes over and over. I've found this book to be a great way to learn about the basics of flight. Since then I've had my hands on the Aviation Theory Centre Student Pilot Kit. It contains a logbook, a detailed book about radio communication, a step-by-step flying manual in line with your training for each lesson that you can review, and a BAK theory book. I've been working through the BAK book for about a week, and I've found it a great second opinion on the theory covered in the Bob Tait edition, but it goes into a little more detail. I think it's been a good step from the Bob Tait, which is more to the point about basic knowledge, whereas the Aviation Theory Centre BAK book is much more detailed on what I've already read about. I think if I read the Aviation Theory Centre book first I would have been slightly overwhelmed.
Anyway, after a thorough briefing, during today's lesson I was able to flick a few switches and start the engine, as well as get more of a feel for taxiing ('a little more right pedal' ' perhaps not so much brake' from my trusty instructor). Once in the training area my instructor set up a climb, and nominated various altitudes at which I was to level off to straight and level flight. I think I did ok, in the process getting a feel for the pitch and trim, and also being able to have a go manipulating the throttle to achieve desired RPM and airspeed. After a few of these we did similar exercises on the descent, only it was a little trickier having to start the pitch and throttle adjustments 50ft before the nominated altitude due the downwards inertia, but I got it to settle well a couple of times. I also practiced leveling off after lowering and raising the flaps, which allowed me to get used to the control of the Skipper's electric flap system, which has a little switch that pops out when adjusted and subsequently has to be popped back in when the desired deflection is achieved.
As I said, the main thing I learned today was physically manipulating the controls, getting used to more than just the yoke. I'm looking forward to getting used to these movements, and eventually being able to manipulate the Skipper naturally.
Also, it was another beautiful day to be up in the air. As we walked back through the hangar my instructor said 'well, you've had your fix for the week', which made me all the more excited for next week.
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