Lesson 20 – Engine Failure – Forced Landing

Its been a whole week since I did this lesson and I’ve been thinking about what I was going to put into the blog entry. Being slightly on the “I can’t sleep right now frame of mind”, time to get it done.

So, the GPS battery was flat, so can’t include that visualisation. I recorded video, but will save that for another time. On the video, Adam offered to wear the camera on the head strap. I now know why he laughs at me, it does look kind of funny. But I didn’t say anything, just smiled appreciatively. I’d hate to loose the opportunity for that offer another time. The difference is when you wear it yourself, you can’t see it. The footage was funny though, he does spend a lot of time with his arm across the back of my seat, but I’ll give him the benefit of the doubt…

This lesson involved heading out to the training area and finding a nice “runway” to simulate landing the plane in the event of a hypothetical engine failure. There is a designated low fly area about 2 nautical miles South East of Casurina Prison. I do wonder what the residents of the rural properties had to say about that…

We started at 3000 feet and brought the engine to idle. Immediately we traded the speed for some more height and commenced the process of a forced landing. Looking back, knowing the procedures inside out is absolutely critical. In the event you don’t have 3000 feet up your sleeve, you would want to be pretty slick at this process to give yourself the best chance.

I won’t go through the full process, but rather focus on key take aways I had. The restart process I have pretty much engrained in now, it is reinforced prior to every flight with the take-off safety brief we do at the runup bay. You just do it and practicing it and reciting it is something I will do before every flight. Moving on, the more specific actions of this process is based on choosing the place to land and then working out how to get in there.

Working out the wind direction is first. The process says to look for smoke, dust blowing from the ground, remembering the wind direction at the last airfield or looking at the trees. When your engine has just expired and your now gliding down at a fairly rapid rate, you’d want to be good. What I’ve decided to do from now on is to try and keep note of the wind direction as I’m flying. Note the drift when heading to a reference point, but generally try and keep a conscious track of what the wind is doing. This will save vital seconds.

The next was choosing a landing spot. We did that before cutting the engine to idel. It took us a good few minutes to identify and select the best spot. We did discuss the 8 “S”es and ponder those, half of which was trying to remember them all. The 8 “S”es, Smooth, Slope, Sun, Surface, Services, S(obstacles) (ok I can’t remember the S word for that, but basically cattle, trees, power lines etc). Right time up, still can’t remember all those and if you added up the time trying to remember them, we’d be now at 500 feet. Basically you are looking for a spot that is clear and has sufficient space, near somewhere you can get help, and not into the sun so you can see. Oh there you go, “Shape”, another one…

Now we know where we are landing, the direction of the wind, have tried restarting, we are now working back from the ground to our present position to work out our glide path. This bit basically resembles the shape of the runway circuit with extra height allowance. This part I found ok, and judging the distances was fine. It is finding the answers to the wind direction and the “spot” you are going to land which are the tough bits so far.

Finally we are putting out our mayday call to get help if indeed we have done all the above ok and then pull off a successful landing. We didn’t land of course. On my first attempt we near lifted some tiles off the roof of the farmers house and I believe would have landed safely in a paddock in his rather large back yard. On the second attempt, we kept away from his house and were destined to land in a different paddock nearby. On this attempt we would have cleaned up a paddock fence which was not visible till we were 300 feet from touchdown. Ouch! On Adam’s demo he would have had us landing on a heard of Llamas, but I have a feeling they would have gotten out of the way.

The reality of the situation sinks in pretty quickly as you near the ground in the pratices. I have taken away that this is not a tick on the list of things to do in training, but an important set of skills that are critical to learn. Hopefully I’ll never need this lot, but I am sure as heck going to make sure I know them. I have a feeling that the area solo check and the GFPT flight test will ensure I know them anyway. Time for more practice maybe on the simulator. Do you know how long it takes a Cessna 152 to re-climb to 3000 each time…

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Lesson 19 – Steep Turns and Spiral Dives

Coming off the back of an afternoon of formation flying, I was left wanting to get my pilots license completed more than ever! It will open the door to a stack of endorsements which I have in mind. To name a few, Instrument Flight Rating (IFR), night Visual Flight Rating (VFR), aerobatics, twin engine, retractible undercarriage and formation flying. In fact before all that I have the vision of flying from here upto and around the North West and back again. From here to Shark Bay, Coral Bay, Exmouth, Karrijini, Broome (bypassing Hedland of course), various stations up the Gibb, Kununurra, the Bungles, Darwin and Alice Springs on the way home.

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Anyway, before we eat the elephant, we have to eat its rear first. Today was steep turns. Adam was being a princess (claiming to be unwell), Wilson was “busy”, so I went up with Cameron. What a score. This guys is a flying machine. He doesn’t take any bollocks and is pretty much straight to the point. Why have you done you upwind checks at 200 feet, wait till your 300 (200 above the ground at Jandakot), on downwind “your flying too tight, maintain your distance from the runway and extend you leg”. Was great actually, he is so frickin passionate about flying…

Its been a while since I’ve left the relative safety of the airport having done the last god knows how many hours flying in a box pattern, so was good to head out. I was a little rusty on the departure procedures to the training area but struggle through with the odd prompt. Sweet, climbing out to 3500 feet, today was about steep turns. The training material suggested that 45 degrees was all that was required for PPL level, where 60 degree was for CPL. Should be easy.

It was. We did the 45 degree turns and Cameron was awesome. He demonstrated well and then provided great support when it was my turn. His enthusiasm was infectious and I was really getting into it. Half was through we headed out of the training area for the coast as there was a crazy biplane pilot doing aerobatics. He was oblivious to our radio calls and you could see he felt the 1920 skies were his… Out over Mandurah and northern beaches be continued our lesson. This time Cameron felt it was better to do 60 degree turns. Pulling one off with a little correction, he kept me going through to 720 degrees of turn. I was getting his enthusiasm and loving it. After doing the 60’s we changed to doing steep decending turns.

These turns are suited to dropping through gaps in the clouds and were no less fun than the powered turns. Brining the engine back to idle, starting the decent and pulling nicely into tight turns was a blast. Spiralling downwards was fun and at 60 degrees meant there was a good 2 g’s pushing against your butt. Then the fun began.

When doing steep turns it is all to easy to enter a spiral dive and build a level of speed that is structurally unsafe. So, lets do it and practice the techniques. So Cameron put the plane into a spiral dive, pulling a good 140 knots of speed and then said “you have control”. Yeah right, that is an ambit claim! Anyway, these are actually simple to recover from. Make sure you close off the power, pull the wings level, pull up the nose and re-apply power when your speed drops to a safe level. Easy. Great, now lets try it the other way 🙂 It was fun!

By this stage we had flown back over Rockingham and had the fantastic sights of Garden Island and Cockburn sound in front of us. It made for a nice flight back in over “boat yard” and into Jandakot. We were cleared straight into runway 06L as most of the other pilots had already called it a day. Was a great flight and got a great deal out of flying with yet another great instructor.

Bring on this Saturday as it only leaves emergency landings, performance circuits and the odd other thing before working towards my area solo 🙂   Study is progressing well toward my BAK exam, so bring it on!

Click here to download the Google Earth map…

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Mooney Formation Flying

This flying caper is catching! The latest was the opportunity to join Kevin and the rest of his fellow “tragics” to go formation flying. It seems that at least every other weekend, Kevin and/or his mates are out formation flying in Mooney’s. In fact one of the Mooney’s (VH-SJT), he used to half own, but has since handed that torch on.

The arvo started with a drool over SJT in its northern apron hanger followed by a briefing on the formation flight plan. We headed out of Jandakot and down to Bunbury. The trip involved Echelon Rights, Line-a-Sterns and Echelon Lefts, even a spit out the back… All those a the positions relative to the lead plane and the spit out the back was when we flew into the wash of the lead Mooney. We swapped the lead half way and flew into Bunbury. With a conveniently located wife, Wash’s Mrs Meagan picked us up and we headed into Bunbury for a late lunch. Politely we all avoided beers so the two guys who had pilot duties on the way back wouldn’t miss out…

The trip back was good too. I got a brief feel of the controls to see how “stiff” the Mooney is compared to my trusty 152. The formation flying involves soft touches on the rudder rather than aileron maneuvers, They are slow and deliberate moves to keep it all safe. There is also good communication between the aircraft. In formation, each has a role, such as monitoring other radio frequencies, while all radio calls are made singularly by the lead plane.

The whole trip was a good laugh. It was a pity I didn’t record some of the conversations, it would have made the video rather more amusing. Each of the guys has a nick name, although Rohan till this point had missed out. He was getting a few from us on the way back driven by his continual looking back when piloting the lead plane. Apparently this is not good practice. So, names such as “Rubber Neck Rohan” and History were coined. “History” because he keeps looking back rather than forward (nice one Kev!)…

Thanks fella’s for letting me tag along. I really developed an appreciation for the Mooney’s, particularly their speed. These things rocket for a 4 banger single prop. I think I heard the term, “the are like riding a skateboard on ball bearings”. Seems they can bite hard, but are awesome at the same time. I’ve the feeling that a Mooney rating will be on the cards not to far down the PPL track.

Finishing up for the arvo and all inspired, I went straight into Air Australia and booked a lesson for the next day (Sunday arvo). It meant having a different instructor for the day, but thats a different story…

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Lesson 18 – Third Solo

On the way to the airport, the tree’s were swaying, flags at full stretch and my hopes of doing an hour solo were low. With an 8 knots maximum cross wind constraint of the flying school, it was not looking good. Often the air traffic control prefers to use the parallel runways even when runway 12 would be best. This allows better support for the high traffic. On the other hand it doesn’t help when you have constraints for flight as a student.

Out of air traffic control hours, runway 12 is the standard use runway, so it is usually the runway in operation when the tower starts. The wind direction was gusting at 15+ knots from the South East, so runway 12 was likely to stay in service and it was pretty much straight down the runway. This was a good thing. I got the aircraft ready, dragged it out to the apron and gave Wilson the hurry up.

We did have to wait to get a slot in the circuit briefly and were listening out on the handheld radio. It came through quickly and we headed out. On startup we tuned the radio into get ATIS information. Nothing, just static. F#@$… We fiddled with it and as 5 minutes became 10, my hopes of flying were dropping away quickly. This was the second time in three weeks this happened and I was rather pissed. Before finally giving up, we tried one last time and it started working, perfectly too. Go figure. Oh well, with the handheld tucked into the back of the seat, we headed out.

After getting taxi clearance we did the run-ups and pre-flight safety brief. With 4 other aircraft in the run-up bay or waiting, we taxied the 30 metres to the threshold. “Jandakot Tower, Cessna 152, India Golf Xray Ready Runway 12 for circuits dual”… Clear for take off. Mint. Wilson did his usual, fly your circuit and I’ll say nothing. So I did. The ATIS information said there was upto 10 knots cross wind, although in effect it was more like 4. You could feel the gusts, but was largely all good.

Feedback after the first circuit was considerable. Right, you are drifting on the upwind after takeoff, you forgot to put your flaps straight down to 20 degrees after turning base, rushed your downwind checks and should have more height when it is gusty. “I think your getting complacent” he said.

Knowing Wilson was spot on, it was time to regather oneself and put the wind, radio and everything else back of mind and focus. The next circuit was much better, although Wilson pulled power at 500 feet after takeoff. I jumped straight into the procedure, found a ditch point and ran through the checks. All good, power back on and into the circuit as usual. On downwind I got the instruction to approach flap-less. That was good, better height and the landing was not too bad.

The next circuit I was asked to do a glide approach. The glide was ok, heaps of height, but again, got a talking to about being complacent in the safety checks since it is a simulated engine failure. On the landing I did balloon and used a little power to help soften the extra height. Ended up ok. With that, Wilson took the controls and pulled us up and off the runway. We taxied back to the hanger. With that Wilson said, ok you can go up yourself, but you have to be back here at 10am sharp, no later! Woo hoo 🙂 An hour!

So I did the usual, fire up the camera, reset the voice recorder and savour briefly what I was about to go and do 🙂 Taxi clearance and out to the run-up bay. Run-up, safety briefing and out to holding point Bravo. “Jandakot Tower Cessna 152 India Golf Xray ready runway 12 for circuits solo!”… “India Golf XRay line up”. Out I go as the Boomerang climbs back off the runway into the sky. “India Golf Xray clear to takeoff”. Pushing the power in, you zone straight into the routine that you have learnt and 20 seconds later, I’m following the Boomerang into the sky.

The wind seemed to be gusting more, but I didn’t care in the slightest, I felt comfortable in the conditions. One circuit, two, three, all good and I was having fun. I’d taken Wilson’s earlier comments on board and felt well in control. Over the radio, the tower said cross winds now upto 12 knots. Felt fine, although there was definitely an increase in low level turbulence on the way in. Another circuit and the call of 16 knots. Still 20 minutes before I needed to head back so I kept going. Applying the cross wind technique I’d already learnt earlier, the skittish little 152 was handling fine and the landings felt good and went up for what would be the last circuit. Around again for and in for a full stop.

What was the best part was that the air was really busy. I always had an aircraft in front and several behind. New aircraft joining the circuit and landing too. It was fun maintaining correct separation with the other aircraft, including helicopters and holding my place. One of the other students flying circuits was taking a wide arc and it meant having to slow a little as I kept to the correct circuit pattern. On the last circuit another aircraft had been cleared in straight in from Adventure World in front of me. This was more challenging as she was approaching from 500 feet higher and the tower asked me to continue downwind until I had visual with her. Spotted and I turned in behind her. It meant having to adjust the approach, but all good.

On pulling up at the Air Australia apron I shutdown and no sooner had the next student and instructor open the doors. I gave them the heads up on the radio and they borrowed the handheld too. In the end the radio being fine, but was weird. It ended up being fantastic fun and the conditions meant using and developing the cross wind skills.

The synopsis, Wilson said that he was going to instruct Adam to now move on from the Solo circuits and being preparation for the area solo. Ye ha, let the next stage of fun being 🙂

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Lesson 17 – Second Solo

It was a long day at work on Thursday. At around 4pm I got a text from Adam to see if I’d managed to get a late afternoon lesson in a few days earlier. Unfortunately it was a no. On querying though, there was a plane and Wilson available from 5:30pm that arvo. That was all I needed to hear! As soon as my 4:30pm meeting finished I was into the car and down to Jandakot.

The objective was to get get more solo time, but of course I had to be able to prove to Wilson that I could head back up alone. His approach is to sit there, say nothing for the first circuit or two and just observe. So thats what we did. He was pretty happy with how it went with one exception. He wanted me to wash off much more speed before touching down. Basically he wanted the plane stalling before the wheels touch the deck. So his approach to nailing the flare was to make me come down to flare height and using throttle, keep the plane flying level along the full length of the runway, tracking centre line and no wheel contact. Apart from being a stack of fun, it was a great exercise in getting the feeling of the flare.

The next circuit had me pull perfectly into the flare, hold the plane just above the runway and sink down just as the stall warning sounded. I think the word for it is greased it! Anyway, we did a flapless and then a glide approach. On the glide I still had 200 feet approaching the runway, so Wilson challenged with literally with a steep nose down dive and then to pull up into another smooth landing. With that, he said pull up and you can go up by yourself. Sweet 🙂 So far we’d racked up 0.7 hours dual, so it wasn’t going to be a cheap lesson!

I returned and did six more solo circuits before stopping. That gave me another 0.8 hours solo time, taking it to a huge 1.1 hours 🙂 Doing solo circuits is awesome! With every additional landing, I felt they would improve, the stall warning sounding every time just as the wheels made contact. This time I was flying the VH-AOH and it handles considerably better than VH-IGX. It climbs faster and handles better all round. I know why it always seems to be booked out first.

Anyway, the only real challenge this arvo was the sun getting ready to set. It put it right into your eyes and made coming in towards the runway that little bit more difficult. That didn’t matter, I would have stayed up forever if I could, but I was under strict instructions to be back at a given time. It left me craving more solo time and my booking for Sunday couldn’t come quick enough. But thats another story, I’ll get to that soon… The video is a bit ridiculous, but thought it was fun to make it 🙂

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Lesson 16 – More Crosswinds

Today was suppose to be my second solo flight… The gods weren’t agreeing though. It was simple really, the Air Australia policy is that it must be 8 knots or less for a pre-GFPT student to fly. With a solid 12 knots blowing with a direction of 120 degrees, directly across runway 24 right, the active circuits runway, it was a no go. If only it was runway 12, it would have been fine. So we decided to do cross wind circuit practice. However there was another twist, when our Cessna 152 fired up, the VHF radio stopped working. Faarrrrrrk! No radio, no flying. The worst thing, with Air Australia getting busier, there was zero chance of getting into the other 152 this weekend.

The one pay off was I got to watch Josh play his last tee-ball game for the season 🙂

About lunch time I got a call to say the 152 was back online. There was a chance for a 3pm flight. So briefly my hopes of getting the second solo done were raised. However when I checked the forecast, it was 25 knots with a 15 knot maximum crosswind. So, I went up with Adam and we did cross wind circuits. Nothing brilliant, but we did 5 touch and go’s and a full stop. It is always good fun flying in bumpy conditions and I had a big smile. Its in these conditions that you come to really appreciate the steep approach angles, side gusts and the significant extra power you need heading into the wind. This is where looking down the runway is important when you land, not out the window, because with strong wind, ground speed is very slow, despite still having good air speed. The same applies on takeoff, ground speed is only 35 knots, yet with the wind your still doing 60 knots and get airborne easily.

After we were all said and done, looking to book in 2 or 3 hours next weekend wasn’t going to happen either, even with a small gap to get the plane, Adam isn’t available. So looks like its down to a single hour next week and with a differnt instructor. This is going to take forever, grrr…

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Lesson 15 – First Solo Flight – 7th March 2011 :-)

First Solo Flight Certificate

March 7th, 2011 was the day when I finally offloaded my instructor and took the skies alone.  Fifteen hours on and I’m still smiling.

A few weeks back when I didn’t get to go Solo, Steve said to me “Don’t worry mate, there are only a few firsts you remember in your life and your first solo is one of them.  Mine was the …  Tell me, can you remember the date the first time you, you know ;-)”.  It was a bloody good point.  He was right, I’ll never forgot this one, thats for sure.

It was also my cousin Adams birthday, he’s flies 767’s across the Atlantic for a living. He being a big reason why I got so fascinated with this flying caper.  Co-indecently, I often call him Big Boy (look at the photo carefully).  In case your  wondering its not because of a certain appendage despite his claims…

Anyway, Wilson checked me out for Solo after we did 6 landings in total, a glide approach, a flapless, a go-around, a runway change and drilling me on every safety procedure I knew of.  He left me feeling confident and excited.  The conditions were near as perfect.  The rest, I’ll leave to the video 🙂


 

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Lesson 14 – Solo Prep

Its been two weeks since I last flew.  So this weekend I was determined to get it everything I could to try and go solo.  The slight issue was that everybody else wanted to fly this weekend too.  Anyway, I got an early hour booked in this morning and another tomorrow.  The plan was an hour with Adam today to review the feedback from Wilson and then to fly Monday with Wilson again.

Pre-flight we poured over Wilson’s notes to make sure all his feedback items were taken with us.  There were a quite a few points, but a good share of them were for Adam too.  It definitely pays to mix up the instructors.  Not that one is bad or one is good, its just that you get a good mix of feedback.  Only one was a fundamental change.  That is, I’d been taught to put the flaps down to 20 degrees before turning turning base.  Actually, you are not support to do it until you are on base.  It made a difference, we were higher than normal on approach.

The best thing about Wilson’s notes however was the big underlined circled line in the middle of the page.  “Ready for Solo”.  The reason written down for not doing it was noted as “cross winds were too high”.  I may have had a small smile appear.  Anyway, today was great, it 7 a good re-enforcement of all the safety procedures.  After every take, we simulated engine failure.  The first one we would have ended up in the power lines, but after that, I felt good that I would have a half decent chance.

Anyway, today I felt I walked away from the plane a better pilot.  There were 6 touch and go’s, 1 full stop, a go around, 5 upwind simulated  engine failures, 2 glide approaches and a flapless.  Tomorrow morning, winds permitting, hopefully I can blog 07/03/2011, first solo…

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Flight Simulator for Student Pilots at Home

Air Australia Flight School in X-Plane Flight Simulator

Flight Simulators are used extensively by commercial pilots to do aircraft certifications, practice emergencies in situations where you’d never want to be in real life and of course to have fun.

Where else could you do a low pass under the Sydney Harbour Bridge in an A380, land Space Shuttle Discovery or race against the best in the Red Bull Air Race? Answer, no where!

So to help me practice flying circuits, stalls, spin recovery and cross wind landings, I bought a copy of X-Plane 9 and installed it on my iMac.  To make the experience slightly more realistic, I’ve bought a CH Products Flight Sim Yoke and the matching pedals.  To be completely honest, I thought it was going to be a rather unrealistic, but I wrong…

Once you are up and running, there is an untold number of aircraft available online and apparently they most are very realistic.  I bought a Cessna 152, pictured above.  It  is photo realistic, has a full 3D cockpit and apart from one small detail, it flies exactly like the real thing.  That detail of course if the nose wheel  steering.  The two 152’s  at Air Australia are useless at nose wheel steering.  Actually that is harsh, one completely doesn’t work and the other has a little steering.  Anyway, back to the Flight Sim.

Long story short, I got hold of some great Australian Scenery which details just about all airports in Australia, including major land marks.  This means flying around Jandakot is pretty much the same.  So you can look out for the same landmarks when flying your circuit pattern.  Then, there is the flying.  The stupid things I was doing, such as pulling back too hard in the flair, I also did in the flight sim.  It meant I could put hours of practice into resolving my poor technique for zero cost.  Then, in the next lesson, you can practically translate it to the real thing.  It works!

At a later time, I’ll put up a bunch of info about the Flight Sim, the few things I have learnt along the way.  The scenery and how to set it up, the cool airports (well you may as well do circuits in the Bahamas, cool location and all) and real to life Air Traffic Control.  As an example check out VATSIM, real life air traffic control for your flight simulator.   I have a USB to General Aviation adaptor that allows me to use my Lightspeed Zulu headset and use them in the Flight Sim too.  Just for the record, I reckon the VATSIM controllers are more stern than the tower controllers at Jandakot…

Anyway, time for bed, practice lesson 7:30am tomorrow and then hopefully I can get checked out for my solo on Monday morning.  Fingers crossed that the Flight Sim time has helped me adequately prepare…

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Solo? Not today…

The gods were against us today. It started badly, I woke with a sore head. Few too drinks the night before. Then when I got to the airport Adam says, we haven’t done weights and balance. Its a pre-requesite to go solo so we need to do it quickly now. Then by the time we finished, we watched Wilson disappearing off on a joy flight. So having waited around for another half an hour, we ran out of time. The aircraft was needed for another flight and the line of aerobatic passengers was a mile long needing Wilson…

So instead, Wilson offered to take me up after 5pm. On the way back to the airport for 5pm I listened to the airport information service (ATIS) on the phone. It wasn’t good. 12 knot cross winds ruled out the solo there and then. Anyway, I really wanted to go up with Wilson, the instructor who is going to sign me off to fly solo. The theory is that if I fly with him, he is going to point out the gaps and I can work on those.

So up we went. Taxi good, radio calls all good, run up good, take off good, circuit pattern good. I did all my checks, carb heat right and so forth. Anyway on late final I made the call to go around, I didn’t get the usual late clear touch and go. However, since this was the first time in the circuit alone, I didn’t need this clearance so I now know because I wasn’t following anybody.

This threw me a little, but learnt something new, which turned out to be not the last. On the next circuit it went ok, I was a bit high on approach, but that was easy fixed and in to land. Landing a little harder than normal, definitely a bit rusty. Anyway, on the climb, Wilson asked for clearance for a simulated engine failure and pulled the engine back to idle in the same instant. I sorted the attitude and ripped into the checks for restart. Next mistake, you must focus on the where you want to crash land before the restart checks…

On the next circuit it Wilson requested a late tower go-around. While at it the tower swapped us to the main runway. He wanted to evaluate how I reacted and positioned the aircraft. The tower called mid final, so we still had 300ft left, so I replied, punched the power and slowly retracted the flaps. So the lessons I learnt here. Aviate first, punch the power, Navigate to the side of the runway, then answer the tower. The navigate off the runway was something we hadn’t covered previously, other than to stay on the live side of the runway because of the parallel runway configuration.

Anyway, the guys in the tower had packed their bags and wanted to head home, so the circuit closed. This left us enough time to do a glide approach. I took it tight and had heaps of height left. Just as I’d been taught. Next lesson, Wilson said it must be done from the normal circuit position. Anyway, the landing was ok and we taxi’d in. Afterwards we sat and chatted over a few beers…

So the long and short of it was, he said my flying was solo standard and he would have signed off if we had more time and the cross wind was less. However he wanted me to go away and sort the few things mentioned in another lesson with Adam. Then back to do the solo. Once the first solo is done, he wants me to do a 30 minute solo within a few days, then an hour within a few days after that. Seems it is going to be a big week or so 🙂

Overall it was a good flight and I learnt a bunch, but another few hours before I’m going to realise the solo I do feel. Safety first right? 🙂

Posted in cessna 152, Jandakot, Pilot License | 2 Comments