Lesson 32 Area Solo Check flight

1 April 2012

VH-TXH

Moorabbin (YMMB),  Runway 17L
Weather : 17C Wind SSE 5-7kt QNH 1019, Scattered cloud at 2000ft.

Time for my Area Solo Check flight.  If I pass, I'll be allowed to fly out into the training area by myself.  Jason had already told me he was happy with my stalls last week, so we'll be focusing on my steep turns and forced landings.

 

Lesson 29 - Basic Instrument Flying

6 March 2012

VH-TXH Piper Warrior III

Takeoff - Moorabbin (YMMB)  17L

Weather - QNH 1023, ~18C, Overcast (~2000ft) clearing, 
                 12kt (20kt gusts) max 8kt crosswind, SW-SSW. 



Wasn't sure what I'd be doing today.  There was a lot of low cloud around especially towards the training area but it seemed to be breaking up.  I doubted we would be doing more stall practice, maybe forced landings or some solo circuits.  I was wrong, it was time for an introduction to instrument flying.

"under the hood" - Photo from Pilot Brad's Blog

Lesson 25 : More Circuits (9)

6 February  
Warrior III VH-TXH

Weather QNH: 1007, Wind: W ~10kts, Temp: 18c 
Runway  31R

After a stormy, 35C day yesterday, today was looking like a nice flying day - clear, cool day - but with a crosswind.  So, rather than head out to the training area for a lesson on forced landings, we took the opportunity to practice crosswind landings.

All I can say is - I needed the practice.  The transistion from crabbing to side-slipping the last few feet before landing is ugly.  When I got it right (a couple of times) it felt great.  Most of the time however, I'd use the rudder to kick us straight then feel I need to worry about the round out & flare. 

Rather than use opposite aileron to balance the yaw/roll, I'm centring the rudder and using no aileron.  The result is the plane starts drifting across the runway centre line.  It made for some very interesting landing.

We managed to get in 8 circuits before it was time to call it a day and while I felt I made some progress I can see I need to practice crosswind landings whenever I can.


VH-TXU Piper Warrior III  - crosswind circuits - 1.1hrs Dual, (Total time 27.0 hrs)


View Crosswind Circuits - 6 Feb 12 in a larger map

Lesson 14 – Circuits (6) +Go Arounds.

10th October

VH-TXH

Today I wouldn't be flying at my normal 8:30 time slot.  I'd be flying at lunchtime so I expected a lot more traffic.  Even though we were later in the day it was still cool (around 10C) and  overcast. We would use 31R with a light crosswind.

We were taking out "Tango X-ray Hotel" for some more circuit practice, so I grab the keys and pre flighted the plane before we taxied out for run-ups. After getting the required taxi clearance it was off to 31R and a hold at "alpha", pre-take off check, more clearance and we were off.

Considering it was mid day there was only a couple of other planes in the circuit.  We started with a couple of normal circuits and then Jason showed me what I needed to know about doing a safe "go-around".  

There may be may reasons for going around, for example

1. If you're not comfortable with the approach - to fast, to high, gusts, not on the center-line etc.
2. You have a big bounce on landing (better to go around and try again than continue to force a bad landing)
3. If you don't get a landing clearance (If I don't have a landing clearance by the time I'm on short final I'd make a quick call to the tower "Tango X-ray Hotel, Short Final" and if I still don't get a clearance, I'd need to go around.)
4. The tower may request you go around. There may be something on the runway or the previous plane may not be able to clear the runway in time etc.

Go-arounds are a relatively simple procedure;

1. Aviate, navigate then communicate. Don't worry about telling the tower what you are doing until you have a positive rate of climb and are safely clear of other traffic.
2. Fully power - We need to transition to a climb which of course requires full power.  
3. Carb heat off (if it was still on)
4. Move to the active side of the runway (31R is right hand circuits so that means we move to the right.  When doing a left hand circuit we would move left) The aim is to be able to see the runway & other aircraft (the importance of this I experience in a few minutes)
5. Remove the third stage of flaps.  This is all drag and it not going to help as climb.
6. We are looking for 75-80kts and a positive rate of climb
7. Once we have a positive rate of climb, remove any remaining flaps, 1 stage at a time. Continue to watch the speed and maintain a positive rate of climb.
8. Communicate with the tower "Tango Xray Hotel is going around"
9. Maintain a lookout for other traffic.

So then it was my turn.  Just to make life harder I managed to caught up with the plane in front of me in the circuit.  As they are touching down we executed a go around.  I applied full power , move to the active side of the runway etc.  It was a good go around but now I was left climbing next to and inside another plane in the circuit.  While an early turn onto based fixed the problem it was just another thing to manage.

After that we did a couple more "go-arounds" (all uneventful) and a couple more "touch and goes".  My circuits are improving and I'm close to going solo, provided I sort out my Student license paper work.  (Just came back from CASA (after 6 weeks) because we hadn't filled out the "English Proficiency section".)

VH-TXH Piper Warrior III  - Circuits and Go-Arounds 1.0hrs Dual (Total time 15.0hrs)

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Things to watch in the future.

1. Get a positive rate of climb before removing those last 2 stages of flap
2.  Aviate, Navigate, Communicate.

 

Lesson 12 - Circuits (4)

25th September 2011  VH-TXH

CIRCUITS

Today I wouldn’t be flying with Jason, he already had another booking and I really want to get in a couple of weeks in a row.  So Warren would be taking me up.  Having another point of view turned out to be a good thing, it gave me a different focus.

The day was nice, with light winds from the southeast.  This meant we were going to be using 13L – a first for me.  As the threshold of 13L and 17L aren’t that far apart, I was doing to need to make sure I was aligned with the correct runway.

Off we went.  After the first circuit Warren got me to do a couple of things. 

1. Do less – He took over the radio calls, so I could focus on flying,
2. Use my feet more – It was rough coming in over the golf course and I was using the ailerons to try and keep the plane level and lined up with the runway (At low speeds the ailerons are less effective and once I got my feet going it was much easier)

Unfortunately, I’m still flaring to high and I need to watch my power control on finals.  I must admit that by the end of the lesson I’m feeling more relax (until the last 50 ft) and starting to feel like I have enough time to start thinking about landing properly.  

VH-TXH – Piper Warrior III 1.0hr (12.8hr)

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Things to watch in the future

• My height on downwind (a couple of times I let this wander)
• The height of my flare – I still strating to high.
•  Still have the urge to push forward on the york when we float or bounce.
•  Use my feet.  Ailerons are less effective than the rudder at slow speeds
•  Don’t taxi under landing planes – One distraction for them and two don’t want them landing on top of you.
• Use Power to manage height on Crosswind and final.

Lesson 8 - Engine failure after take off (EFATO)

7th August 2011 VH-TXH

“If we have an engine failure above 60kts with insufficient runway to land we will be making an Emergency landing – Engine Failure after Take-Off.” Well it’s time to learn what these words from the pre-flight brief really mean.  

VH-AYS and VH-JTZ (Operated by Picture this ballooning)

The 7th August was a beautiful cool, clear light wind winter day.  I arrived at the airport just in time to watch three hot-air balloons land on the field – not sight you see every day. Even though it is a lovely day only a few fellow pilots are up and about at 8:30 on a Sunday – all the better for me.

I got the keys to VH-TXH and after completing the preflight , and doing the run-up, we take-off for the training area.   We find a spot with heaps of nice paddocks as our “emergency landing fields” and descend to 1000ft AGL. 

The lesson involves flying over a reference point (normal a cross road or hedge row), applying full power and climbing at 79kts (basically normal take-off configuration.)   Once we reach the nominated “height above there field” (eg 500ft “above the field” = 1500ft AGL) the power is set at idle to simulate an engine failure.

Then we do our EFATO Drill ;

• Airspeed 73kts (Best glide speed for the Warrior III)
• Pick our landing field
• Do our CFMS checks – Carb Heat on, Fuel Pump On, Change tanks, Mixture Full rich, Mags on Both.
•  Passenger Brief and Radio call.
•  If we have time before “touchdown” we would do the BUSH checklist, Brakes checked and off, Undercarriage down/welded, Switches Off, Hatches and harness  (Open hatch latches to aid exit)

The first one involves a climb to 500ft and trying to return to the “takeoff point” – to demonstrate it can’t be done.  I also do this at 700ft –also can’t be done.  The remaining EFATOs simulates involved pick a field 30^o either side of the nose straight ahead.

While I made the field most times, I had a bad habit of picking a field at the limit of my glide, flying over good landing options to get there.  Also need to use trim better to help maintain the best glide attitude.  Remember Aviate, Navigate, communicate.

After the lesson we returned to Moorabbin via GMH/Parkmore entry point for 35R.  Jason requested 1 circuit on arrival as we would be starting Circuits next lesson.  While I felt comfortable flying the circuit (got to watch the height) it is clear the landings are going to need a lot of work.

Piper Warrior III VH-TXH,  Flight Time 1.1hr (Total 9.0 hrs)

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My technical notes

• 73kt IAS is the best glide speed for the Warrior III. Use the trim to help.
• Ideal Landing field selection-6 “S"s

·         Size - great than 400m

·         Sharp - long and wide enough

·         Slope - flat or slightly uphill

·         Surface - smoother is better, no major ruts, not to wet or swappy, no animals

·         Surrounding - No trees, wires, fences etc on approach or overshoot.

·         Services - near roads for emergency services access. 

• DON'T try and turn back until above 1000ft AGL. Look for a landing spot within 30^o of the nose.
• CFMS checklist.

·        Carb heat on

·         Fuel pump on, change tanks.

·         Mixture rich

·         Switches, mags on both.

• Aim for a landing spot about a third into the paddock.  (that way will still make there paddock if a bit short)
• Lose extra height only once you are positive you'll make the paddock. Use flaps and side slips.
• Do BUSH checks if there is time      

·         Brakes - check and off

·         Undercarriage - down/(welded)

·         Switches - all off

·         Hatches and harnesses - harness on, hatches unlatched (easier to open if plane bent in the crash.)

• Keep the sticky back when landing so nose wheel doesn't dig in.
• Aviate, Navigate, Communicate. Only make maybe call after you have glide speed and know where you plan on landing.

Lesson 6 - Stalls.

10 July 2011   cancelled due to weather.

17 July 2011   Warrior III - VH-TXH

In 12 years of paragliding I'd never intentional stall my paraglider - probably because it collapses into a ball above your head and all hell breaks loose.  But now I had to make a plane stop flying and fall out of the sky.

My lesson is booked for Sunday 10th July but when I wake up and look out the window and it looks like the weather gods have decided I have to wait another week. My first cancelled lesson. 

Stall by Jetfxer

The next week comes around and the weather is looking much better but when I arrived at the airport, I find out Jason is running very late and won't be able to make my lesson.  I'm starting to think this was not meant to be. 

Luckily Fenella has some time before her first lesson, so I’m not going to get out of it - to be honest I was hanging out for a fly. So once again I’m with a different instructor.  

We take-off and head to the training area and it’s time. 

• HASEL check – Height, Area, Secure, Engine and Lookout,
• Carb heat on, Power to idle,
• Keep pulling back to try and maintain height until,
• The stall alarm starts going off, Carb heat off,
• The buffering starts then plane stops flying and nose drops
• Let it drop, apply full power, keep it straight with the rudder
• As the speed builds level out and return to Straight and level flight.

THAT’S IT??? Clearly I’ve seen too many airshows. While I wasn’t expecting a hammer head stall, I was expecting a bit more of a reaction.

The next few were much the same non-event.  We did have one small wing drop but had it quickly under control with opposite rudder.  All in all, another fun day of flying.

Piper Warrior III VH-TXH,  Flight Time 1.2hr (Total 6.7hrs)

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Technical stuff

•      HASEL check – 

o   Height - 3000Ft+

o   Area – No over build up areas, preferably lots of paddocks,

o   Secure – Hatches, Harness and any loose items away,

o   Engine – Oil Temp & Pressure, Fuel Pressure, fuel pump on, carb heat on, and

o   Lookout 360^O clearing turn, (follow by 90^O turn after each stall)

• For the Warrior III VS₁ (Clean Stall Speed) = 50KIAS and VS₀ (Stall Speed with full flaps) =44KIAS
• The Stall angle of attack doesn’t change.  How the Stall speed does.
• Stall Speed is effected by

1.    Weight – VS₀ and VS₁ are measured at Maximum weight.  The stall speed will be lower when the plane is lighter.
              VS = √(current weight/Maximum weight) X VS_{(max weight)}

2.    Change in wing lift profile Ie Using Flaps, Slats, Damage to the wing, Icing etc.  As an example applying flaps increases the lift produced by the wing for the same angle of attack.  Icing on the other hand decrease the lift produced by the wing.

3.    Dynamic wing loading.  The stall stall increases by 2 main manoeuvres to watch out for  

a.    Turns In a turn the lift vector is banked, so more lift is required counter the weight of the aircraft.  Eg in a 60% bank the load factor is 2.  Increase in stall speed is √load factor ie. √2 =1.414.

b.    Drive recovery. Eg in a 2G pull out the load factor is 2 so once again increase in stall speed is √load factor ie. √2 =1.414.

4.    Use of Power. 

a.    Increasing power increases the airflow over the wing root and hence generates more lift.  It also acts at a lower angle of attack. 

b.    In a climb the power trust line is inclined and the vertical component therefore helps “lift” the plane.

• DON’T use the ailerons to pick up a Drop wing at the point of stall.  Using ailerons to try and level the plane will only increase the angle of attack of the dropped wing further.  This will further stall the dropped wing  making it worst.  Use the rudder instead.  The secondary effect of yawing is roll.
• As the Angle of attack increases the Centre of Pressure C_p moves forward.  At the point of stall it moves rapidly backwards, which causes the nose to drop (Which is a good thing)

Lesson 3 - Climbing and Descending.

5 Jun 2011       Warrior VH-TXH

Today we are taking out VH-TXH again for my 3rd lesson - Climbing and Descending.  Last week I learnt about Power, Attitude and Speed configurations for straight and level.  Today I'm going to learn the configurations for climbs and descents.

(Photo : Mikebert4 )

A 8:30 start, run-up and taxi out to 35R for take-off to the training area.

There are 3 basic climb configurations I need to remember;

• Best angle of climb - when you want to get over something. eg over trees or a hill near the end of a runway - Full Power, Horizon near the bottom corner of the front window, 63knots.
• Best rate of climb is used to gain height in the shortest amount of time.  It is the climb configuration we use when taking off from Moorabbin.  Full power, Nose on the horizon, 79knots, and finally 
• Cruise climb which is a compromise between gaining height and covering distance. Full power, 85knots (I've forgotten the attitude - will have to ask Jason next lesson)

So once I get the plane into the required configuration we need to keep on top of our scan  L.A.P - Lookout, Attitude, Performance.

• Lookout - keep my focus outside the plane looking for other aircraft and drop the nose every 500ft to check nothing in front of the plane, 
• Attitude - maintain the correct attitude. If the plane is trim correctly it should almost do it by itself, and 
• Performance - a quick scan to check IAS, RPM, Oil temperature and pressure, heading, climb rate etc

Then there is the transition back to Straight & Level.   Unlike going into a climb or a descent I need to let the get the right Attitude, Let the Speed increase and then adjust the Power and Trim so A.S.P.T.  Makes sense when I think about it.

After practicing a few climbs its time for descents. 2 key configurations for me to remember; Best Glide and Cruise descent.

• Best Glide Power Idle, Speed 73 kts,  Attitude whatever is required to maintain 73kts.  This is a very important configuration.  Its the one I'll use if we have engine failure.  
• Cruise descent Power 2200rpm, Speed 105kts, Attitude about 6 fingers between the dash and horizon.  This configuration will simplify the ETA calculate on cross country flights.

When entering a descent I need to remember to bleed some speed before I setup the correct attitude (this is done by keeping the nose up until we are close to the required speed).   Almost P.S.A.T

So after practicing a few descents it was time to head back via GMH.  GMH is a distinctive factory with a flat saw tooth roof in Dandendong.  We Descend to 1500ft and contact Moorabbin and report.  We are directed to report at "Parkmore" which is a shopping centre between GMH and Moorabbin. We descend to 1000ft and report Parkmore.  We are given clearance to join base for 35R number 2.   We quickly spot the proceeding aircraft and follow it into land.  While I fly most of the approach, Jason is managing the radio, checks, etc. and handles the actual landing.  Worth checking out CASA On Track.

Another great lesson.  I'm really enjoy the challenge and while nothing I do is smooth or instinctive, I can already see the improvement  in my Straight and level flying when compared to last week.

Piper Warrior III VH-TXH,  Flight Time 1.2hr (Total 3.4hrs)

Lesson 2 - Straight and level.

29 May 2011 

(Photo : João Alcântara )

 

Forecast was for morning fog - luckily I woke up to clear day. Today we were taking out VH-TXH a 2009 Warrior III with a "Glass cockpit" for lesson number 2 - Straight and level flight.  I'd read all the theory and were keen to get back in the air again.

Out to the plane for the pre-flight inspection.  I'd gone through this in my head a number of times over the last week and was happy when I managed to do it without missing anything.  I hopped into the plane and run thought the pre-start checks and started it up.  After-start checks are all good and it's time for the dreaded taxing.    

Last week I'd snaked all over the place but after visualizing using my feet to steer over the week, today was a lot better - I only managed a couple of major "S" turns.   Run-up/ pre take-off checks go well and after Jason deals with the radio calls we taxi and hold at taxiway alpha 35R for the line-up checks

Once cleared, the take-off seems a bit smoother.  I'm holding the centreline better and rotate just after 60kts.  We climb to 500ft, turn of to crosswind up to 1000ft, turn on to down wind and continue to climb to just under 2000ft.  While we are within the Moorabbin class D airspace (3NMiles) we have to stay below 2500ft.  Once clear f class D airspace we switch to Melbourne Radar and climb to 4000ft in the training area.

Now the fun begins.  First we start with "Normal cruise" 2500rpm, 4 fingers between the top of the dash and the horizon, 105-110knots IAS.  Jason shows my and explains PAST - Power, Attitude, Speed, Trim.  Now it's my turn 

1. Set the power to 2500rpm - This seems to take forever and requires much more throttle  movement than I thought would be required.
2. Adjust my attitude to "4 fingers".  - Now the power seems to have change ?  so fiddle with that again.
3. Check airspeed (target 105-110kts) - this is were I started to come unstuck.  I tried to adjust the attitude to get my 105 -110kts and found myself see-sawing between 90-120.  Jason helpful tells me to look outside and get the "picture" right and stop chasing the airspeed indicator.   When I do this it finally settles down to 105kts
4. Lastly trim - Trimming the aircraft seemed to take Jason about 2 seconds.  It seemed to take me 2 minutes!!  I was using small movements, Jason was using "handfuls"

Next "Slow cruise". 2000rpm, 2 fingers and 80 knots.   So once again a demo by Jason followed by me trying it.  Once again I start to chase the airspeed until I remembered to look outside and focus on the picture again.  Once again trimming takes forever.

Third is the "Fast cruise" 2600rpm 5 fingers and 120knots.  Used if we are in a hurry   Each new throttle setting and attitude picture is taking a while to get right - I can only hope this is going to get easier.

Lastly the "Precautionary Cruise" 2200rpm + 2 stages of flaps, 4 fingers (same as normal cruise) and 80kts. (same as slow cruise).  Used when following a slower plane in the circuit while maintaining better visibility.

Once I've had a go at each one, Jason gets me to transition from one to another.  By now power and attitude setting are becoming a jumbled mess in my head.  I'm also consistently trimming for a slow climb.  Coming from paragliders, where climbing was good, this wasn't bothering me but Jason tells me it's not good and I need to be able to stay with +-100ft of a given altitude in Straight and level flight.

All to soon the lesson is over again.  Back to Moorabbin, land and taxi back to MFS.  A lot to think about - PAST, and the different power and attitude setting for the 4 different S&L configurations.  But on the plus side my taxing was better than last week, I remembered all the pre-flight inspection and I was getting quicker at setting up each configuration by the end.  

All in all another fun days flying.

Piper Warrior III VH-TXH,  Flight Time 1.1hr (Total 2.1hrs)