Lesson: 3
31/XII/2009
- Lesson time: 0.7h
- Total time: 2.1h
- Location: EGAD
- Aircraft: G-UFCE (C172)
It is funny how weather changes in this neck o'woods. You get whole week of beautiful weather, but deep inside - you know, that it is going to break down just on the day you were suppose to fly. But it is also works sometimes the other way. In my case, I had lesson booked for 29th, for the previous 4 days the weather was perfect, but the club was closed... On 29th I was told, there's ice on the runway , and they have no way of clearing it - so no flying. "Oh well" - I thought, and booked for 31th on 09:00, was told not to expect anything else than ice again ...
Now, I have no car - so bus is the only option. Takes roughly an hour to get from home to the UFC (home->bus station->newtownards city centre->ufc). There is someone in the club at around 8:30, which means I had no chance to enquire weather and indeed runway condition before leaving. Blind date.The whole christmas thing meant that I was pretty much sitting at home, with no good reason to go for walk or something - so a bit of walking and traveling was welcomed regardless.
In the end I was late for a bus, and forced to take a taxi to Ards, and still had plenty of time. Got there around 8:45, and to my biggest amazement - the weather was just perfect!. Now, there is a bit of justice in the world after all :) The other great thing was, that club was pretty much empty. 3 instructors, couple other people, me, and just one other student (his instructor - David - was amazed that the guy was able to go on QXC flight, solo, in December. Doesn't happen every year).
As it turned out I would fly Today with Roger, so far every lesson I had was with different instructor, which has its good and bad sides. Recently I've spent a little bit of time reflecting my feelings and concerns about it, and few other things I mentioned in my previous entries here, on the Flyer (a magazine) forums. Now, as it is pretty much a public forum, and as chances would have it - (at least) one of the instructors at UFC read my posts, and offered his response. I felt pretty strange, cos I never wanted to bash anyone directly with my comments. It was pretty much the " curious George " bunch of questions. Now, that instructor (David) was present Today in the club too. But back to that later on.
My previous two lessons were part of 'starter pack', which means that you get 2-3 lessons, first book, membership, etc. But that also meant that I didn't have my student record at the club. So the very first thing we did Today is mend that, which obviously meant that I had to spell my name, and explain where I was born etc. Always love to do that .. not ;P I mean, you never know what people are really thinking. There wasn't much to fill out anyway (2 entries from my log book, and my name - pretty much).
Next, I was surprised to be invited into a little class room (big name for small room, where single student and his instructor can fit, and maybe 3rd person). And Roger told me about what I was to do, answered all my questions (which I seem to ask always too many), and I was familiarised with straight and level flight procedure, abbreviated APT, for Attitude, Power, Trim. Basically, to fly straight and level after any manoeuvre, etc - you need to set the attitude: level wings, make sure you are not climbing or descending, aircraft is in balance, and the picture outside window is steady, vsi on 0, etc. Adjust power accordingly, if necessary. And than set the elevator trim, to relief any control column pressure. I was told that I will get to try that couple of times, and that Roger will demonstrate how (badly) it feels to be out of balance, even if you are level and fly straight.
I had a chance to try this before, but never was explained the whole APT procedure so thoroughly.
That brief lasted probably around 20 minutes. Now, going back to presence of other instructor whom I 'spoke with' on forums, I couldn't help to at least include the possibility that the very long and thorough brief was maybe slightly influenced by him. Dunno. I doubt it, but it was a thought that nonetheless went through my mind ;)
I am however sure, that my instructor for the lesson - Roger - is a guy that likes to make sure that the student understands the matter, and probably that's the whole reason - so please forgive me my silly suspicions.
Roger also underlined the importance of this lesson, just probably to assure me that it isn't because they love to keep me waiting before doing something else. I can honestly understand that flying straight and level and indeed setting and maintaining aircraft in straight and level flight is quite an important task.
I was initially told, that we probably will get to fly in the Piper PA28, but as it turned out C172 was free, and it was the aircraft I was hoping to fly Today. I wouldn't mind trying the PA28, as I never flew in it before - but Roger told me, that sticking to the training on one type of the aircraft is probably the best idea. So far I've been flying in C152, but Anthony (from my first lesson) had student in it, and I choose C172, because of the room, probably much better working intercom, and general comfort. Plus, as keen as I am to try out flying in the PA28, it is also more expensive than C152/172- for some reason.
So with all briefing done, it was time to head down to the apron.
We did a quick external check, I peeked in the fuel tanks - it was all topped up nicely, the aircrafts at UFC are fuelled up in the evening, to ensure no overnight water condensation. Hopped in, which is something I still need to practice in these high wingers, but I'll master that one day :P Went through all checks, and off we went towards runway.
Now, previously we would depart from RWY 22, which is matter of going straight out of apron, and we usually would be airborne just right after the numbers (22). Today we were suppose to depart from RWY 04, which means that you need to go all the way up to intersection with RWY 26 all the way to the west, turn south on taxi way. Here's the aerodrome chart for those interested: Aerodrome Chart – ICAO .
I couldn't help to notice, that there were few chaps in Van 7 aircraft (aircraft home built, from a kit), and both motor-gliders were set for flight as well. It indeed looked like it is going to be busy Today.
Roger did the engine checks before entering the RWY, and amazed me for the second time Today, asking me if I would like a go at taking off. Now, it may seem simple, and I did it many times in X-Plane and few other flight simulators on my computer, but for some reason I started to feel that this one is for real, and if I screw up we would end up on a fence in the C172 mash. But as always - very keen on the new task. I reckon, I could have done this on my 2nd lesson, but maybe Ian felt that I wasn't quite up to the task yet. Anyways, Roger told me that he will look after the rudder pedals thus keeping us straight on the rwy and my task was to pull the yoke on the 'rotate' command, and make sure that once we are off we are in the best (and positive!) climb. Sounded easy, but wasn't as easy. As much as you need to move controls around during normal flight, take off is no different. Especially if you encounter any gusts. And you know, that you are quite close to the ground. Now, I have no idea how these people cope with it on quite a bad day (like the one on my 1st lesson), must it take quite a bit of practice. Anyways, I did the task quite well, for the first timer (I think). It required constant lookout, and at glance at both VSI, and ASI to make sure that we are climbing up, and at 70 kts - that is the best climb speed for the C172.
Once airborne, Roger made sure that we left the circuit - as it was about to get rather busy - and off we headed over to the Strangford Lough. We left EGAD vicinity and quite quick in comparison with the C152, at around 110 kts. I don't remember how fast we were doing same thing in C152, but probably around 15-25 kts slower, which doesn't seem like much, but feels quit slower. He than changed freq to Belfast, requested basic service, etc. I noticed that airliners were passing quite low Today, or the air was so smooth and clear that I could just see it better. Dunno.
We climbed to around 2000 ft, and proceeded with the exercise. I first got a chance to just play around again, and see how it feels. Roger very briefly reminded me the whole straight and level business, demonstrated it as well. He than let me try few times, each time messing up the attitude and trim settings. I didn't get to try the power adjustments as it wasn't necessary.
I must say, I get the whole elevator trimming procedure quite well now. Probably because I never had a tendency to grip on control column (as oppose to what you see in movies, rather dramatised). It gives me better chance to feel how much pressure I am applying. Than, I need to make conscious observation as to weather I am pushing or pulling the yoke. And while constantly feeling how much pressure I apply, gently adjust trim until no more pressure is required. One other thing to remember, is to ease off the yoke as you trim to keep it in balance. I was actually quite proud of understanding that, and later on Roger will tell me that I am probably his first student to get it so quickly. Not that I do everything so great :P
I think I did it two times, when I noticed on the left side, above us, the bonker (C152 with Anthony and his student onboard), was making rather entertaining (at least to watch) stalling and spin recovery exercises. Now, Roger couldn't probably spot them, as they were on the left side, and higher, so probably outside of his field of view. And you don't really want to fly underneath aircraft that enters stalls and spins - which is partially uncontrollable manoeuvre , that is before you recover from it. Also you tend to loose rather random amount of height whilst doing so. So I prompted the danger, Roger took the control over, and moved us somewhere safe. I got a chance to practice few more times, I think in total I did 4-5 tries. Roger than went on, and demonstrated flight and level, but out of balance flight by crossing controls (opposite yoke to rudder), which felt a bit wrong. Now I can fully understand the meaning of 'flying out of balance' statement.
It was time to head back, and I discovered that I pretty much lost sense of direction. Maybe because I was focusing on flying straight, and took clouds as reference points and so didn't look on the ground so much. Roger told me where should I turn, so I got a chance to do my first turn for Today. I noticed that you need to apply quite bit of rudder in C172. Or it was because previously in C152 instructor would do it for me, dunno. Maybe it is because C172 is slightly longer. No idea. On our way back, I got a task to climb up again to 2000 ft as we needed that to join the circuit overhead, and of course got another chance to get us straight and level. I was explained the whole procedure of joining. The right hand circuit was in force Today, as we would approach for RWY 04. The air cadet's motor-glider was in the circuit as well and it is slower we need to make sure we would keep good lookout. Another one landed in front of us, and cleared runway while we were on our approach. It was all nicely co-ordindated over radio. I start to understand much more what and why they are talking, and some of the responses from ground.
Roger than explained to me how to approach, pretty much the same information as I got from Ian last time, but explained slightly different, which answered few questions that I had. That's one of the very good things about having different instructors - every person would explain things slightly different, and perhaps add different details to the information. The landing was rather smooth, but I noticed that the stall warning buzzer sounded for much longer than in C152. No idea if it is the type specific thing, or just the landing was different, or whether Roger does it differently. I noticed that he kept the front wheel up for much longer, which would tell me that he was trying to make the landing as gentle as it could be. And it was very good one.
Once the speed was down, I got offered a chance to try to taxi as back. Offer, which obviously I couldn't refuse :P . I had a chance to get a go on my 1st lesson, but I couldn't feel the breaks - because I was sitting too close, as I noticed later on. This time around, I felt that my input makes quite a difference. Roger told me to keep feet on the rudder and over breaks and push both to turn. I had a tendency to just push the upper part with my feet in the air.
There was a nice helicopter on EI reg sitting on apron Today, really beautiful machine, and in the only , the proper black colour - which made it look even better. Roger turned the aircraft just next to it, and I felt we are too close - but we were alright. Turned it around very tightly, towards the wind. He than did all the power off checks, etc. After the engine shutdown, I got a quick debrief, where I explained how I think I handle the elevator trim, and shared my observation on how I feel it on the yoke. Roger said, that after a while, you get to the point where you just adjust the trim wheel by right amount, and it is in balance after one turn. Well, I look forward to those times :)
Headed back to the club, where I got offered some help with my log book. But I could do it myself already :)
Whilst in the 'radio room', I introduced myself to David (mentioned before) from the Flyer forums. He either didn't noticed my previously, or just didn't wanted to make me feel watched and didn't introduce himself. We chatted briefly and shared our view on things we talked about on the forum. Especially regarding my questions on the training and my observations. It is very good that somebody really cares about my feedback and questions I have. I shouldn't really feel any resistance to share any of my observations as that is quite bad for both the club's business and my training progress. Somehow aviation world and people involved feel like the right type of people for me and the kind I really enjoy being part of, or - for now, aiming to be part of.
Filled out my log book, said good byes to instructors, paid for the lesson, and C172 checklist, and headed back home. One these days, I would sacrifice few hundred quid for some cheep runabout car, and will save myself 20 minutes walk to the bus stop. Of course, so far the only reason I haven't done this, is that every 100 quid gives me 45 minutes of flying. And I rather spend any excess in cash on that.
Overall, very enjoyable lesson. But as always, felt too short :) I was warned, that when I get to fly circuits, 45 minutes will be very exhausting. Well, looking forward to that. But that's still probably quite few lessons ahead.
Btw, if you guys feel like I am waffling too much, and you would rather enjoy reading shorter posts, please let me know. I have this tendency to write essays it seems, and I am deeply sorry if it puts you off reading it.
No comments:
Post a Comment