Lesson 34 - consolidation flight

22 April 2012

VH-TXU

Moorabbin (YMMB) 35R
Weather : 17c Wind 360 15kt, QNH 1007, light rain in parts of the training area.

Another consolidation flight - basically go out and practice performing all the maneuvers I'll need to do for my GFPT test.

Kyneton return.

15 April 2012


I'm standing at the counter paying my bill for my first Area Solo when my phone rings.  It's Owen , a fellow pilot.  "What you doing anything this afternoon? Would you like to fly to Kyneton?"  Of course I would,  but let me get a leave pass from the family first.

Parked at Kyneton (YKTN)

Lesson 33 - FIRST AREA SOLO

15 April 2012

VH-TAX

Moorabbin YMMB 35R
Weather : 19C, Wind 350 15kt, QNH 1022, CAVOK

It was a beautiful day, light winds, not too hot and not a cloud in the sky. Driving to the flight school I was excited about doing my first area solo.

However, when I arrived Jason starts briefing me for short field take offs and landings. My hopes were dashed!! That is until I remind him I've completed my area solo check, the theory and was hoping to go solo today. He'd forgotten - change of plans. He quickly hands me the keys and sent me on my way.

In the southern runup bay

Lesson 31 - Consolidation Flight

25 March 2012

VH-TAU

Weather : QNH 1023, Broken cloud at 2500ft and 4000ft, scattered rain, 13C, 
                light winds (5kt NW gusting to 8kt)

Today's lesson was another consolidation flight.  I've passed my area-solo theory test and I'm getting close to going solo in the training area.  The goal of today's lesson is to show Jason I can depart Moorabbin, fly out to the training area, do some practice and return safely.

Like my last consolidation flight, a month ago, Jason asks me to do something and I'm expected to know how to do it.

Lesson 30 - Solo circuits (4)

18 March 2012

VH-TAJ

Moorabbin (YMMB),  Runway 13L

Weather : QNH 1024, 21C, Sunny, SE 11-13kts (19kt gusts) max 10kt crosswind.

I normally fly at 8:30 in the morning, that way I can be home to play with the kids by 10:30.  However today I've got a 3 o'clock lesson so the family decides to drop me off and do some shopping at the DFO across the road. 

We arrive 15 minutes early, so sit at the end of the runway and watch the planes land.  This brings back fond memories of going early to pick up people from the airport in christchurch and sitting at the end of the runway to watch their plane arrive.

Lesson 27 : 3rd Solo

19 February  
Warrior III VH-TAX

Weather QNH 1015; Wind: 4kt NW, Temp: 20c 

Runway 35R

Time for some more solo circuits.  I need 2 hours of Solo circuits (plus another theory test) before I can be signed off for "Area solos".  After stuffing up my landings during the last 2 lessons it would also be an opportunity for some much needed landing practice.

Lesson 26 : Forced Landings

14 February 
Warrior III VH-TYD

Weather QNH 1019; Wind: light S, Temp: 22c 
Runway  17L

Today I would be learning all about forced landing.  One of those things you need to learn but you never actually want to do. The goal of a forced landing is to get onto the ground safely, if the plane can fly again - it's a bonus. 

We start the lesson with the normal routine; Preflight, run up, take off and fly out to the training area.  It had been about 5 weeks since I'd last went to the training area so I need to think hard to remember all the steps - climb to 2500 on downwind leg, change squawk code and radio frequency once outside Class D airspace.

The basic steps for a forced landing are 

1. Come to best glide speed (73kts)
2. Select a suitable landing area and position the plane.
3. Try to restart the engine 
4. Mayday call
5. Passenger Brief
6. Prepare for the landing

The first step seems relatively easy.  If above 73kts use the excess speed to gain height.  If below 73kts stick the nose down to gain 73kts.  However, a couple of things make this a bit harder  - 1) the need to quickly trim the plane at 73kts, this reduces the workload for the other steps,  2) while trimming get started on steps 2 &3.

Step 2 should be easy as I'm over hundreds of large flat paddocks - However it's this step that caused me the most problems and leads to me trying to rush the following steps.  With so many options I became fixated with finding the "best" paddock.   I'd learn later to just pick an area with "ok" paddocks and start heading that way while you get through steps 3, 4 & 5.   (more on this later)


Step 3 -  Two rounds of checks to try and restart the engine.  First the basic CFMS checks (same as EFATO). Carb Heat on, Fuel pump On Change Tanks, Mixture rich, Magneto on both, Master switch On.
  
Next the more detailed Trouble shooting check list - FMOST.

• F Check the fuel levels, check fuel pump on, change tanks if required
• M Mixture learn then back to rich, (Just simulate when practicing)
• O Oil Temperature and Pressure,
• S Switches. Magneto Left, Right and back to both, (Simulated)
• T  Throttle.  Throttle to idle and back to full.  

Hopefully the engine will have restarted at some point, in which case time to head for the nearest airport and land.  If it didn't, then we are going to be making a forced landing and it's time to let someone know.


Step 4 the Mayday call. This part was easy Mayday, Mayday, Mayday, Tango Yankee Delta, Tango Yankee Delta, Tango Yankee Delta, <location>, <Problem>, < Number of people of board> < what I'm going to do>.  Also need to turn on the ELT (Emergency Locator Transmitter) and squawk 7700.

We can't restart the engine so we are going to have to land, someone hopefully knows we are in trouble so time to get everyone on the plane ready - Step 5 The Passenger Brief.  "Glasses off, Remove sharp object, pen, keys from your pockets and place on the floor.  Seat belts tighten and prepare to brace."  Front passenger get a special bit about opening the door  "unlatch just before we land and once we stop open and exit and quickly as possible."


Now all that is left is the landing. So continuing on from Step 2.  While we have been going through steps 3,4 & 5 and maintaining 73kts, we also need to be refining the landing spot and get the plane into position. The goal is a standard left hand circuit which puts at 1500ft AGL abeam the landing point on a downwind leg.

Ideally the landing paddock should be 400+m long, aligned with the wind direction on the ground,  Have a good approach (no/low trees, no power lines, buildings etc.), Clear of stock, ditches, fences, plough lines, rocks etc,  Doesn't slope downhill too much, Near help (houses, road etc). 


The last preparation is a prelanding checks BUSH.  Brakes, undercarriage, Switches off (Master off only once electronic flaps are deployed) fuel off, Harness secure (Hatch unlatched once at ~100feet).  Aim is to complete this during base or early final.

Once Jason has demonstrated all this it was my turn.  Even though I read the brief before the lesson and have gone through the check list dozens of times in my head, I quickly start having problems.

1. Trying to find a paddock and maintain 73kts quickly chew up most of my brain power.  (I fell like I'm back doing my first circuits)
2. 5-6 paddocks look OK as a good landing paddock but none are prefect.  So I start second guessing myself which wastes valuable time.  
3. I'm to close to the paddock on downwind.  This makes my turn from downwind around to final quite steep and I end up losing height or overshooting. 
4. I need to practice my side-slips some more.  I not yet comfortable slipping to lose extra height if required.  (I would have overshoot a couple of time - which is better than undershooting, providing I can slip to lose the extra height)

After 4 attempted forced landing we headed back to Moorabbin.  Jason assured me I'll get plenty of practice over the coming lessons and during my Navigation exercises (after my GFPT) .


VH-TYD Piper Warrior III  - Forced Landings - 1.3hrs Dual, (Total time 28.3 hrs)

 
View Forced Landings 14/02/2012 11:46 AM in a larger map

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 24 : Second Solo

24 Janurary  

Warrior III VH-TXU

Weather QNH: 1013, Wind: N 10kts, Temp: 29c 

Runway  35L & 35R


Another great looking day to go solo.  I'd got a taste last week and now I want more!!
 
We took TXU to the run-up bay and listened to the ATIS.  35R was shut as they were doing some maintenance, so circuits were being conducted on 35L however they were using 118.1 (the east tower frequency).  35L is the narrower of the 2 runways and means a left hand circuits.  I'd only used it maybe once or twice before.

So off we went.  The plan was for Jason to do 3-4 circuits with me then I'd drop him off and do 3-4 more solo. My first crosswind leg was a bit off as I tried to establish new reference points, besides that my landings were good and after the 3rd landing we headed back to the southern run-up bay so Jason could jump out.  Unlike last week, he was walking back and I'd bring the plane back to the school after I finished.

I redo my run-up and taxi back to 35L and take-off again.  The first circuit goes the some way as the previous 3 with Jason but when I make my downwind call on the 2nd the tower opens 35R.  They clear me for the touch and go on 35L and ask me to make a RIGHT turn to join crosswind for 35R.

This all goes without drama and I quickly re-establish my reference points for right hand circuits on 35R.  I then continued with 2 more circuits of 35R before pulling off the runway onto Bravo and heading back to the school.

I also mounted my GoPro in the plane for the first time (just for the solo part) so you are welcome to watch the raw footage

Really loving the solo flying and after so much trouble getting the hang of basic landings it's a enjoy to finally feel like a real pilot.


VH-TXU Piper Warrior III  - 2nd SOLO - 0.5hrs Dual, 0.6hrs SOLO (Total time 25.9hrs)






View 2nd Solo in a larger map

Lesson 22 : Side Slips

5 Janurary  

Warrior III VH-TAE

Weather QNH: 1018, Wind: S light wind, Temp: 17c 

Runway 17L

It is finally here!! When we returned from our Christmas break, I was delighted to find a late Christmas present from CASA.  My Student Pilot Licence and ASIC card had finally arrived.  This means I can finally go solo!

But lets not jump to far ahead.  I haven't flown for 5 weeks, and Jason is still away on holidays, so today I going out for a lesson with Chris to "get back in the groove".  We will be doing a lesson on "Side Slips" as well as a few circuits to blow out the cobwebs.

Big side-slip -Photo by cdeclama

Side-slips are used to increase both the angle and rate of descent without increasing the airspeed.  They are used during;

• Forced landings to loose excessive height,
• Crosswind landings to maintain alignment with the centre line or
• If there is a problem with the flaps.

While the plane is in equilibrium while in the slip it is out of balance.  The lateral and direction stability of the plane are trying to bring the plane back into a balance flight configuration ie roll level and straight.

A few things to remember;

• Ailerons pressure must be maintained to maintain the bank angle
• Rudder pressure must be maintained to maintain direction of flight 
• You shouldn't use flaps in a side slip as it may cause damage due to sideways loads. 
• Be extra careful not to stall the plane.  There is a good chance it will enter a spin with the controls crossed.
• Slip is limited by the size and amount of rudder movement.  
• The stall alarm may not work due to the sideways airflow.
• Power should not be used to slow the descent (expect during a crosswind landing)

Out to the training area we go in trusty TAE to give it a go.  

First we line up on a nice long straight road.  Next, carb heat on, power to idle and attitude for a 90kt glide.  Now for the side slip - 20deg bank, then opposite rudder to get the nose pointing back along the road. We now use the elevators to control the speed, rudder to control the direction and ailerons to maintain the bank.

This turns out to be one of the easier lessons and after a few tries each way (left and right bank) we are soon heading back to Moorabbin via GMH.  After 5 weeks I've become pretty rusty with my radio calls and need to refer to my cheat sheet for every call.

Once at Moorabbin we  mix up the landing approaches with a glide approach, a flapless approach and a couple of normal landings.  The first 1 or 2 are a bit rough but it quickly comes back to me and the last couple are some of my best landings.

Looking forward to my next lesson with Jason and hopefully the weather (and Jason) will let me go Solo.

Till then have fun and fly safe.




View Lesson 22 Side-slipping, Circuits in a larger map

VH-TAE Piper Warrior III  - Side slips + CCTS (Glide & Flapless) 1.1hrs Dual (Total time 23.7hrs)

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Things to watch in the future.

1. Review radio calls

Lesson 21 - YMMB Arrivals and departures

1 December 

Warrior III VH-TAE

Weather QNH: 1024, Wind: SW 15kts crosswind, Temp: 15c 

Runway 17L

This was to be my last flight for 2011 and we'd be making a quick trip out to the training area and back to formally cover off inbound and outbound calls, including  an overfly to join the western circuit.  

Photo by Joanpix.

This was to be a relative easy lesson as I've been looking after the radio calls for quite a while now.  After getting our take-off clearance and taking off, we review all the things I need to do when departing Moorabbin's Class D airspace.

• Leave on an extend upwind, crosswind or downwind leg.
• Continue to climb to 2500ft AMSL (above this and you are in Melbourne Class C airspace)
• At 3nm change transponder from 3000 to 1200 and change radio freq to 135.7 (Melbourne Radar)
• Remember to stay clear of the inbound reporting points (Carrum, GMH, Brighton, Academy etc)

We also reviewed the normal inbound (arrival) procedure

• Arrive via one of the reporting points (From the training area that means Carrum or GMH)
• Before we arrive at the reporting point we need to do the following 
• Check the ATIS (120.9) 
• descend to 1500ft AMSL 
• Starting monitoring the tower frequency (GMH 118.1, Carrum 123.0) for other aircraft at the reporting point. 
• Look out for other inbound aircraft

• At the reporting point we need to establish two way communications with the tower.
  "Moorabbin Tower, Warrior, Tango, Alpha, Echo, GMH, One Thousand five hundred, received <ATIS code>, Inbound.
• The tower then needs to clear as to enter the Class D airspace and join the circuit.  This will often involve a second reporting point like Parkmore (A shopping centre approximately 3nm from Moorabbin ) or Sandown (A race course about 5nm from Moorabbin) Eg "Tango Alpha Echo, Join based for 17L, report Sandown"
• After reading back the clearance it is time to descend to 1000ft AMSL and make sure the transponder is squawking 3000.
• When we report at the next reporting point we are normally given sequencing information eg "Number two following Cessna turning final"
• In order to reduce my workload in the circuit, I try to get the pre-landing checks out of the way as soon as possible.

While this was familiar to me, today we are going to do an overfly and join the western circuit from GMH.  The first difference is the radio call at GMH. 

• "Moorabbin Tower, Warrior, Tango, Alpha, Echo, GMH, One Thousand five hundred, received <ATIS code>, Inbound. Request overfly for western circuit"
• The tower will provide a clearance something like
  "Tango, Alpha, Echo, maintain One Thousand Five Hundred, Change frequency to 123.0 and report once overhead the field"
• So instead of descending we make fly straight and level towards the middle of the field. Squawking 3000.
• When we are over the middle of the runway we change frequency to 123.0 and report.
  "Tango, Alpha, Echo, overhead the field, touch and go" 
• The tower will provide instruction for joining the circuits
  "Tango, Alpha, Echo,Join Downwind for 17R, number two, following Cessna turning base"
• We then start descending to 1000ft AMSL and join the downwind leg (making sure to lookout for other aircraft) and land as normal.

So after doing a few more crosswind landings we called it "an great day for flying" and taxied back to the school

Hopefully the new year while bring my SPL and ASIC card so I can finally go solo.  

VH-TAE Piper Warrior III  - InBound and Outbound calls 1.0hrs Dual (Total time 22.6hrs)

Lesson 20 - More cross wind landings

November 27

Warrior III VH-TAE

Weather QNH: 1011, Wind: WSW 12-15kts crosswind, Temp: 15  Drizzle, cloud base @ 1700ASL (sometimes less)

Runway17L

Was looking forward to another lesson after another set back this week.  CASA returned my Student licence and ASIC forms again.  This time because the credit card details I put on the form 3 months ago had expired.  Rather than give me a call for updated details they mailed it back!!

While the day was not looking great for heading to the training area, it was looking good for practicing crosswind landings. Due to the WSW winds we used 17L which is a left hand circuit and the crosswind would be coming from the left.  There are only 2 of us in the circuit (crosswinds, drizzle and a low cloud base kept most pilots in bed).

My landings aren't too bad and I managed to get the left main down first followed by right main and nose.  I do need to make sure I maintain the left aileron will rolling along the runway and as you'll see from my tracklog I keep getting pushed right on take off and my crosswinds aren't to square either. 

After about 3-4 circuits we get an interesting request from the tower.  There is someone practicing an IFR GPS approach for 17L and would we please make the next one a right hand circuit!!  Not even my instructor had been asked to do this in the past. 

I don't know why others weren't out practicing - I had fun despite the weather.


View Cross Wind Landings And A Right Circuit Of 17L. in a larger map

 

VH-TAE Piper Warrior III  - Circuits 1.1hrs Dual (Total time 21.6hrs)

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Things to watch in the future.

1. Maintain ground track after take off
2. Maintain ailerons turned into the crosswind during the ground roll.

Lesson 19 - Introduction to Steep Turns

November 22

Warrior III VH-TAE

Weather QNH: 1012, Wind: WNW 8kts, Temp: 15C outcast

Runway 35R

Finally I'm ready to go solo.  Unfortunately I still don't have my student license from CASA. So today for the first time in 3.5 months, we would be leaving the circuit.  We are going to move onto the post solo lessons, the first of which is steep turns.

Steep Turn (Photo by Jzawodn)

 So we take off and head for the training area.  Seems a little strange continuing the climb through 1000ft and extending the downwind leg beyond the point I'd normally turn base.

We climb to around 2500 feet and find a spot just west of Cranbourne with a nice straight road to use as a reference heading. Jason starts by demonstrating a 45deg left and then a 45deg right hand turn.  

My turn!  I start with a left hand turn.  Yikes!!  I wasn't prepared for how much back pressure I needed and spent most of the turn with my eyes inside the cockpit chasing the dials.  Next a right hand turn - keep my eyes outside but still not enough back pressure or bank into the turn enough.  So around and around we go, slow getting better but this could take a while to get right.  


After 7 or 8 turns Jason shows me the 60deg banked turn.  We are now pulling 2G and need to add power as we go through 30deg bank in order to be able to maintain a level turn.

Then my turn again.  Double yikes, I'm even worst at these.  I keep letting the nose drop and don't apply enough extra power.  At least I'm getting plenty of practice of recovering from the start of a spiral drive - power off, level wings, slowly pull back and once the speed starts coming back re-introduce the power.  By the forth one I finally manage a full 360deg turn.

Unfortunately its time to start heading back to Moorabbin via GMH and Parkmore before joining base for 35R.  It had been so long since we did this I really needed to think about all the inbound steps but once established on base is all flowed - even managed an OK landing.

All in all another fun day of flying, but I'm going to need plenty of steep turn practice. 
 



View Lesson 19 Steep Turns in a larger map

VH-TAE Piper Warrior III  - Circuits 1.1hrs Dual (Total time 20.5hrs)

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Things to watch in the future.

1. Lots of back pressure in the turn,
2. Add power as I bank through 30deg for the 60deg turn,
3. Review my inbound tasks and calls.

Lesson 18 - Intro to Cross wind landings

November 14th

Warrior III VH-TYD

Weather QNH: 1007, Wind: 206-260deg Crosswind upto 10kts, Temp: 18C Clear skies.

Runway  31R

Just as my landings are improving it was time to introduce crosswind landings.  I don't know what was with me, but is was also going to be a day of "little" errors.

My first error for the day was during the start up checks.  As I finished the checks, Jason asked that question you knows means you stuffed up - "Did you miss anything?".   A quick visual scan quickly told me what it was Mixture Rich. How did I miss that?

Next was my first radio call.  Today we were using 31R which is not a runway I've used much.  So when I make my taxi request I ask to go to 35R.  After being corrected by Moorabbin ground, I confirmed I want 31R, and get my taxi clearance.

Then I did it again!! The read back was "Taxi bravo, cleared to cross 35L,35R and 22, hold at Bravo 31R Tango Yankee Delta".   By time I got to the end, I stuffed up and said ... "Hold at Bravo 35R"  Like I said, not my day.

So finially we get to the holding point, complete the last checks and were cleared for take off.  Being 31R my usually landmarks are all wrong, so my first downwind track looks more like I'm using 35R.  After get new reference points sorted out they look a lot better.

First we did a couple of flapless landings to get into the grove - they were probably the best landings I've done so far.

Next Jason demos the finer points of cross wind landings.  The wind is coming from the left so;

1. We crab into the wind so our track is straight down the center line.   (crabbing is something you do a lot when paragliding, so I'm comfortable travelling sideways across the ground.)
2. Just before touch down, we apply left aileron and right rudder so the plane is now in a side-slip. (Banked left but nose now aimed straight down the center line.) Remembering to be free and easy on the controls to adjust for wind changes.
3. When we land the left (into wind) wheel will touch first, then the right and finally the nose wheel.
4. Before the nose wheel touches down - neutralise the rudder so the nose wheel is straight down the runway.  
5. Keep the alieron turned left during the roll/taxi

Simple - ha!  I can see this is going to need a lot of practice. I manage to do another 4 landings before it was time to call it quits.   While I got the plane down ok it wasn't always pretty.

Once again another long read back - "cleared to turn right onto echo and onto alpha 1, cleared to cross 35R, and 35L, Tango Yankee Delta",  This time I managed to get it right but from now on I must remember to have the airport map in my hand before I make the taxi request.



View Circuits, Flapless, Intro to crosswind in a larger map

VH-TYD Piper Warrior III  - Circuits 1.1hrs Dual (Total time 19.4hrs)

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Things to watch in the future.

1. Take the time to make sure every item on the check list has been completed.
2. Watch the radio calls - worth noting down runway, QNH, winds, and ATIS code.
3. Take extra care to get my bearing right for the first circuit of the day (Especially when using a different runway)
4. Have the taxiway map ready for taxi calls.

Lesson 17 - Pre-solo Test & Glide landings

November 7th

Warrior III VH-TAU

Weather QNH 1013, Wind NE 5kt, Temp 17C overcast

Runway 35R

Another lesson of circuits but with a few differences. 

1. We would doing a few variations of the landing approaches (Normal with flaps, flapless and glider).
2. I sat and passed my Solo Theory test and 
3. My CASA paper got returned during the week.

Cessna on approach for 17R YMMB

View Lesson 17 Circuits again - Flapless, go around, and glide approach. in a larger map

During the week I arranged home to find a nice big envelope from CASA.  Thinking that my Student license and ASIC card had finally arrived I got all excited, only to be disappointed the moment I opened it.  Turns out the CFI hadn't filled in the English proficiency section. So rather than ring the school and fix the missing section, they sent back the whole application by mail.  I'm glad my income doesn't depend on it.  So after getting the missing section completed, it was back in the mail and back to the end of the queue.

As I'm getting close to going solo (besides the lack of SPL) and arranged to do my theory test this week. I brushed up on what I'd learnt so far and came in 1/2 an hour before my lesson to do the test.  Passed with 26 out of 29.

So on to today's lesson. Jason hands me the keys to TYD, however after completing my pre-flight checks  I noticed it was due for a 50 hourly check (There is a +5hr window on the 50 hourly check and we wouldn't have finished the flight within the window).  Back to the office and grab the keys for TAU and start again.

We would be using 35R today, as would everyone else.  35L was temporarily closed as some celebrities where playing a round of golf!! All the news choppers wanted a shot for the evening news - what a waste of money. (3 helicopters buzzing around to get the same shot) 

As there wasn't too much traffic in the pattern Jason decided to introduce the "Glider Approach"

• Cut the power when abreast the number or after.
• No Flaps
• Slow down to best glide speed (73kts)
• Aim further down the runway (so don't undershoot)
• Better to have a little extra height than be low.
• Only once you are positive you are going to make it use flaps, side-slips and/or "S-turns" to lose any extra height.

After Jason did a demo, it was my turn.  Wasn't to bad, however we need to put in a lot of slip to lose height.  Because there is almost no head wind I'm covering the ground quite quickly and was over the boundary without losing to much height.

This tripped me up on the 2nd approach and I arrived way to high.  So we power up and go-around.  As we are climbing I notice I'm not get the expected climb performance.  Watching my airspeed I make a quickly scan of the cockpit and realise I've forgotten to fully retract the flaps.  Once I retract them anything is back to normal and we continue the climb.  While it felt good to quickly pick up the problem and correct it - it shouldn't have happen.

We do 1 more glide approach which was better and then try some flapless approaches. These are much easier.  Just remember to keep the nose up a bit more so we are at the right airspeed.

After a few more normal landings it is time to call it a day.  After cleaning up the airplane (Clear runway, Flap retracted, Unnecessary lighting off, Trim reset, Transponder on standby) I make my taxi call - on the tower frequency!!  I'd even thought "Mustn't  forget to change frequencies" while we were exiting the runway.  They were very nice about it and after making the request of the correct frequency we were on our way.

My landings are getting much better and Jason says I almost ready to go solo - once my paper work is back.  In fact we will start doing a couple of other things next time, while we wait for the paper work to be processed.

VH-TAU Piper Warrior III  - Circuits 1.0hrs Dual (Total time 18.3hrs)

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Things to watch in the future.

1. Check maintenance log before doing the pre-flight (it will save time)
2. Practice side slips (we haven't covered that as a formal lesson yet) (Little bit chicken and egg)
3. Remember to retract all the flaps when doing a "go-around" (once we have a positive rate of climb.)
4. Remember to change to the ground Freq once I've land / before I make the taxi call.

Lesson 16 - Circuits (8)

October 23

Warrior III VH-TXU

Weather QNH 1019, Wind NE 7kt, Temp 16C

Runway 35R

Circuits once again but today I'm flying with Warren as Jason wasn't available.  It was looking like a nice day so was hoping I'd manage to stick a few good landings today.

I also decided to try out MyTrack, which is an Android app that allowed you to capture my GPS track, then store it and share it on Google maps. (see below)

View Lesson 16 in a larger map (Let me know if you can't see the map and track.)

As you'll see I managed 9 circuits including a go around and a couple of flapless landings. My landings are getting better but Warren wants me to use my feet a lot more - especially when I get onto final.  Once I did I released how much more control I have.  While the landings weren't perfect they are starting to get better.

After the flight while looking at the track log I noticed a couple of things 1) I'm not flying completely parallel to the runway on downwind, just tightening up a little,  2) My crosswind and base legs aren't square (Either because I following the roads or the slight NE)  but all in all I'm happy with my pattern.

I'm getting closer to being able to go solo, so I need to sort out my solo theory test and hopefully CASA will sort out my Student licence soon.

Circuits, Go-Arounds, Flapless