Lesson 13 – Circuits (5)

1 October 2011

VH-TYD

Off for more circuits today, and while I’m not progressing as fast as I'd like, at least it is progress.  Jason would be back in the right seat today after he managed to shift some other lessons around.  We would be using 13L and the weather was looking ok.

Moorabbin's runways

As we taxied out of the northern run-up bay, the RVAC formation team taxied in.  They were heading out to the training area to practice and I must admit, they look pretty cool just taxing around together.

Today's lesson was a lot better.  I managed a couple of ok landings and that felt really nice – very exciting!!  I’m starting to realise just how high I’ve been flaring, and how important it is to get the speed right on final. But not everything is perfect. 

Firstly, I forgot to do my pre landing checks a few times when I became distracted by other traffic and trying to maintain 1000ft on downwind.

 I’m still jerking the yoke back during the flare.  It is not a smooth round out more a series of sharp pull backs followed by pauses as the plane balloons.

I’m also getting too low on my turn from base to final.  I should still be at least 500ft AGL when I stabilized on final.   The fact the plane in front is doing a very late turn on to base and hence we have a long final only makes matter worst.  I need to use a lot of power to maintain height on final,

And lastly on one occasion I forgot to fully close the throttle before the flare.  This of course resulted in the plane ballooning.

I general things are starting to look up. I’ve managed a couple of ok landings and getting closer on the rest. 

VH-TYD – Piper Warrior III 1.2hr (total 14.0 hr)

---

Things to watch in the future.

1. Remember to do my pre-landing checks early,
2. Smooth round-out, don’t jerk the controls,
3. Remember to fully close the throttle before I start the round-out,
4. Watch my height on base .  I’m starting the turn to base to low.
5. Get out the runway map before I request the taxi to the apron.  (Today’s read back was – “Turn right onto echo, cleared to cross 35R, turn on to alpha 1, cleared to cross 35L to the main apron”)

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)

---

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 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)

---

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)

---

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)

---

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)