Lesson 11 - Circuits (3)

18th September 2011  VH-TXU

CIRCUITS

It had been a couple of weeks since my last lesson but it was a better day for flying  – still overcast (with low cloud) but much less wind.  I was concerned about the low cloud while heading for the airport but luckily we were doing circuits again.

This time we would use 17L – this was only the second time I’d taken off to the south and the first time for left hand circuits.  This meant different taxiways, different reference points and of course, left hand turns.  The other thing this meant was the wind was coming from the south, something I almost forgot as I entered the run-up bay and started to line up to the north for my run ups!.

The low cloud meant at one point Jason needed to request “Special VFR” (In Class “D” VMC requires you to be 500ft below cloud ) however for most of the time the cloud stayed above 1500ft and we always had the required 5km visibility.

So around and around we went again.  Flying the circuit is starting to come together, I’m trimming better and quicker, getting through the pre-landing checks more effectively, but still struggling with the landings.  While I managed a couple of rough landings, my biggest problem is wanting to "push" the plane onto the runway – especially when I “balloon” or "bounce".   I need to relax and wait for the plane to settle itself onto the runway.

Being a better day also meant there were other aircraft in the circuit.  It one stage we were following a slower aircraft doing looong finals.  This meant we needed to slow down on the  downwind leg in order to give ourselves some space.  Luckily the tower gave as the option to “pass” them after a very late landing clearance.  Jason took over and rather then best rate of climb (79kt) we climbed at “best angle of climb” (63kt) and at ~300ft we turned crosswind and joined downwind ahead of the other aircraft.  

Another enjoyable but frustrating lesson.  I making progress and while I managed a couple of rough landings, I was far from consistent.  –  maybe next week.

VH-TXU – Piper Warrior III 1.1hr (11.8hr)

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Things to watch

1. Think about the wind direction when entering the run-up bay.
2. Make sure to stay on the ground frequency until ready for take off.
3. Watch the turn on to final (especially overshooting as this puts you in conflict with the aircraft landing on the parallel runway.)
4. DON’T push forward on the yoke once I’ve started the round out. Pause and wait for the plane to settle or go-around.
5. Make sure to keep my feet off the brakes while landing,
6. Relax on the flare (couple of times I yank the yoke back which caused the plane to balloon) Aim is for a smooth round out.

Lesson 10 - Circuits (2)

4th September 2011  VH-TAJ

CIRCUITS 

It was never going to be a great day for flying, overcast, cold and windy.  Even though I estimated there was less than a 50% chance I’d actual get to fly, I head for the airport anyway (it’s only a 20 minute drive and I had a couple of other things to do anyway)

photo by V31S70

When I got to the airport it was blowing - Maximum of 30kts with of upto 8kts crosswind. After a brief discussion with Jason, we decided to give it ago anyway. 1) A chance to try some cross-wind landings 2) I’d rather experience landing in rough conditions for the first time with an instructor next to me.

So off we went, besides hitting my head on the roof a couple of times it was fun. Compared to my last flight (in much lighter winds) there are a number of key difference.

1. I’m the ONLY one in the circuit. No other aircraft to keep track of (do they know something we don’t :-)
2. Upwind is a lot shorter. In fact, on a couple of the “touch and goes” I need to make sure we are past the airfield boundary before turning onto crosswind.
3. Downwind is fast!! Need to get on to the pre-landing checlist quickly (BUMFOCH). I struggle with getting the plane trimmed and the checks done before I need to turn on to base. (I know it’s just a matter of practice – nothing in natural yet)
4. I need to “crab” to keep the circuit “square” across the ground – especially on crosswind and base legs.
5. I’m getting bounced around a lot. This didn’t worry me to much, but meant I was busier keeping the plane level (just another thing to manage while I’m trying to learn how to land.)
6. Cross wind landings. Watching the wind sock, Crabbing on final, side-slipping on short final (which I hadn’t done a formal lesson on, so needed to learn on the spot), putting 1 wheel on the ground at a time, and keeping the ailerons into the wind while on the ground.

After 3 circuits I hadn’t got close to landing the plane without a LOT of assistance from Jason. The weather was only getting worst, so we called it a day, landed and taxied back to the school.

While it wasn’t the best conditions for a lesson, and I didn’t manage to land the plane, I felt I learnt quite a bit.

1. It is possible to land safely in those conditions. If the weather changed while I was out flying at least I’d know I can get down OK,
2. Those conditions are beyond my abilities at the moment. I need to learn to land the plane properly before I try it in those conditions again,
3. I remembered the pre-landing checks & radio calls way better this time, and
4. I got to experience crosswind landings, fast downwinds and the amount of crabbing required to maintain a nice “square” circuit.

Looking forward to better weather next time.
 
Warrior III VH-TAJ 0.7hrs (total time 10.7)

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Things to watch on future flights

• Be careful with ALL the check list items – Jason left one of the door locks open to see if I was REALLY checking – I wasn’t.  It is very easy to glance and not really look and check.
• I’m still flaring to high.  I need to relax and get the landing "picture" right and get over the feeling I’m flying into the ground (I don’t think my experience of paragliding landings is helping)
• Don’t forget to turn the carb heat –off at the landing no/no-go point (300ft on final)
• Still turning too early onto final. (it was made worst by the crosswind)

Lesson 9 - Circuits (1)

21 August 2011  VH-TAJ

CIRCUITS

It was time to learn how to fly "the circuit" and land the aeroplane.  We would be using 35R, which meant right hand circuits, for what was to be the first of many circuit lessons. The winds were light and almost straight down the runway - another great day for flying.

 

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 7 – More stalls

31^st July 2011  VH-TXU

Back with my normal instructor this week and off to practice some more stalls and my radio calls.   I feel like I’m starting to get the preflight, start, taxi, and run-up, but there is always little few to improve next lesson.  Next week I want to focus on ; learning to to operate the transponder fully, making sure I have my “radio calls” cheat sheet with me for each flight, maintaining good taxi speeds.

Once cleared , we took-off and head straight for the turning area without issue.  (Need to watch my heading and height control, as well as making better use of the trim during the climb.)

Like last week we did our HASEL checks then a number of stalls. (couple of “clean” stalls with powered recovery, couple with no power recovery, and a few with flaps.) Again I’m surprised by how much back pressure I need to get into the full stall and how benign the plane behaviours when it does finally stall.  (review HASEL checklist,  don’t be timid pulling back, Power then retract my flaps)

All too soon, it’s time to head back to Moorabbin via Carrum.  By the time we get to Carrum We need to be at 1500ft.  To do that we start descending from 3500ft around Cranbourne (2000ft @ 500ft/min requires 4 mins, @ 100kts GS = approx  7nm). 

Before I get to Carrum I need to check the ATIS on 120.9 and swap to the West tower (123.0).  It’s worth doing this early, so I can get a chance to listen to any another aircraft making their inbound calls. (Thus building situational awareness of the other aircraft).  Finally we need to switch the transponder from 1200 to squawk 3000 and call the tower.  “Moorabbin tower, Warrior TXU, Received <ATIS>, Carrum One thousand five hundred, Inbound.”

As I’ll be starting circuits soon, Jason gives me an introduction to “landings”.  We a doing a straight in approach, so first we need to get down to pattern altitude 1000ft (before we reach 3nm) and do the pre-landing checks (Will cover these in my circuits post), set up the descent, power back, flaps, attitude, & speed. If we  get a bit low add power and if too high reduce it. Finally the flare and landing.    This is going to take some practice.  (I’ve got a million thinks going through my head and felt way behind the plane.  Need to relax )

Another great lesson with the promise of more fun to come.

Piper Warrior III VH-TXU,  Flight Time 1.2hr (Total 7.9 hrs)

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 5 - Climbing and Desending Turns.

27 Jun 2011       Warrior III - VH-TYD

Besides learning how to do climbing and descending turns this was a lesson full of "first". 

 Up until now I've been flying first thing on a Sunday morning while is nice at quite at Moorabbin, but due to my daughter's concert I was going to be flying midday on a week day.   Flying Sunday morning has a number of advantages; 1) I can be back home again by 10:30 to spend the rest of the day with the family. 2) I rarely have to wait for other aircraft on the ground or in the circuit. 3) The weather has generally been better (winds lightly, less chance of rain). The only disadvantage has been the extended time in the run-up bay to bring the engine up to the correct operating temperature on cold winter mornings.

The second "first", was a different instructor.  Unfortunately my normal instructor was busy and I really wanted to fly, so I got him to suggest an alternative.  Collin is the head of training for the school so I knew I'd be in good hands.

Collin hands me the keys and maintenance release to TYD and I do to pre-flight walk around as normal.  This is where those "firsts" start to cause "differences" - the tanks aren't full. As I'm normally the first to fly the plane, the tanks are normally full.  This means I need to remember how to set the fuel volumes on the Avidyne EX5000 MFD.

I started her up and taxi to the run-up bay.   Time for the second difference - the engine is already warm. Instead of coming back to the engine checks (Mag, carb heat, & idle checks) after the oil temperature increases to 100C,  I get to do the run-up checks in the normal order.  

Time for the third difference - pre-flight safety brief and radio calls.  Up until this point this is something Jason has always done for me.  Collin seems a little surprised I haven't done them yet - something to follow-up Jason before my next lesson. So with Collin making the calls we taxi out and takeoff for the training area.

First up is Climbing turns.  I've actually been doing these ever flight already when I turn from upwind onto crosswind.  There are a couple of things to watch in addition to a level turn.  As I'm already climbing lift needs to be greater then weight and turning is going to make this worse.  So no more than a Rate 1 turn ie ~15 Deg  bank. The plane wants to increase the angle of bank due to the higher angle of attack and speed of the outer wing so I just need to make sure I'm maintain that bank angle with the ailerons.

After a couple of goes we try out descending turns.  As I'm now descending they is more lee way for generating the vertical components required to balance the weight of the aircraft and the therefore the bank angle can be high - up a medium (15-45 degree) turn.  The tendency for the plane to increase it's angle of bank is also reduced. While the outer wing is going fast it has a lower angle of attack and therefore the difference between the amount of lift is reduced.

After a bit of practice we head back to Moorabbin via Carrum.  Time for the last "difference" for the day - it's busy.  As we approach the reporting point there is another plane also making it's inbound call.  We are "Number 3" for 35L.

Another fun lesson.  Really enjoyed the "differences" and feel like the previous lessons are starting to come together.  I can now climb, descend, turn and fly straight and level.  If I put them all together I can effectively fly to the training area and back.  Once I've learnt how to land, make radio calls, and handle basic emergencies, I'll be able to go solo.  Next lesson - Stalls!

Piper Warrior III VH-TYD,  Flight Time 1.0hr (Total 5.5hrs)