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.
Sunday, 24 March 2013
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.
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