Saturday 23 January 2010

Lesson 5, ups and downs

Lesson: 5


22/I/2010

  • Lesson time: 1.0h

  • Total time: 4.1h

  • Location: EGAD

  • Aircraft: G-BNKR (C152)


Did I ever mentioned how lucky I feel at times. Booked the lesson with Roger for 1330, took 2nd half of the day off. Phoned the club, Roger just said: "we are not flying now, but the fog seems to be clearing off, so come over". Well, 1200 sharp with huge grin on my face, I ran down to my car (yeah, new purchase - another reason to feel lucky). Drove home for quick lunch, couldn't even munch half of it. Picked my usual stuff + new headset, and off I went.

I arrived at the club around 1300, and was told that Roger is in the air with other student. Sat down in the club, started to read on ex 7 and 8 but pretty soon someone opened the back door, and I couldn't just sit there, went over to enjoy the sun and watch with others as someone was training in helicopter. In about 20 minutes Roger appeared, as it turned out he was busy lunching in the new cafe next door.

He was bit worried, because no C172 was available. Yes, I booked it but someone else was flying in it. Probably some student from previous booking slot was trying to catch a bit of sky after a fair bit of wait. I mentioned to Roger that Zzzeee Bonker (G-BNKR, club's only C152) is free, and I have nothing against flying in it.

As before, Roger would thoroughly describe the purpose of Today's lesson. Basically he described in very good detail what happens with the aircraft's attitude when you enter, execute and leave climb or descent, what is the Vx, etc. As always, with a help of a little aircraft model - which I have to say, sometimes makes me wanna laugh like a teenage blondie. I listened to him in silence, just acknowledging what he was saying, as that sort of level of detail would be new to me.

I have to say, by now I can actually see exactly what I like and don't like in each instructor. Maybe saying "don't like" is going too far. Each and every one of them will have his own way of teaching. It really feels great, that I can grab the bookings book - lookup instructor's name, and decide with whom I want to have next lesson, knowing already who is who, and most of all - what to expect.

Roger gave me the key, and asked if I ever did the pre flight inspection. Asked me also if I have my checklist for 152. I always carry both with me, but since I expected to fly in 172, it was sitting in my car. So off I went, to grab the C152 checklist, leave my book in the car, etc.

This would be my second preflight done by myself. This time I knew exactly what to do (or so I think). Opened the door (yeah, remembered from the last time), checked electrics, put the flaps down - in stages, whilst observing the movement on both sides. Checked fuel, oil, etc. I was done by probably 3-4 minutes. So I did another walk about to re-check the things, whilst waiting for Roger to come over. Funny, he came over, asking me about 'fuel quality' (I swear - that is what I heard, accents here are a funny thing, and I did not had a chance to fly with just the two instructors that are English in the club, speaking with proper accent ;p). I honestly thought, that since the plane wasn't in the air on the day, he wanted me to check if there's any water in fuel etc. But as my luck would have it, he actually meant quantity. And yes, I did the dip-stick check. This is the bit that for some reason I enjoy. Climbing on the wings, and peeking in the tank. Dunno why. Probably because I get a chance to jump off it, which just makes me feel good :D

As previously, I had a chance to make few initial calls, taxi a bit, and had to follow my checklist with everything. I was no longer catch by surprise with the checklist, so everything went smoother and more relaxed.

There was still bit of water here and there on taxi ways, so Roger took over most of the taxying. Whilst on backtracking 04/22, I had this thought that I no longer feel out of place in the aircraft. Even the C152, if you recall my first lesson and experiences there - I already feel like at home, even in the bloody tight tin can the C152 is.

Went through my engine check list, taxied to the 04 and had a chance again to take off. We had a bit of crosswind on our initial climb out, and Roger quickly demonstrated how to not get blown off by it. You just turn slightly into the wind with aerilons. Banal. Yet, I felt like someone gave me just another tip on how to turn stone into gold. Seriously.

I did most of the exercise with Paul last time, but not with that much of the briefing. So Today's lesson was mostly on how to climb and descend most efficiently. I think I did pretty well on that, as Roger was really pleased with my flying. I was a bit on the slow side, but I try to mentally remember what to do next.

The climb and descend requires you to change the airspeed to whatever would be the best (most effective) speed for the manoeuvre. It also requires change to the aircraft's attitude, as depending on the speed you would need to keep your nose higher or lower. So speed affects the attitude, and the attitude affects speed. The most common problem students have (according to Roger), is that they will try to correct the speed or attitude too quickly, thus entering what's known as 'loopback effect'. Basically you start to correct speed with attitude or attitude with speed too quickly. According to Roger, I only once showed - almost - an attempt to do this (yeah, I know - genius ;) ). So I probably got some really good note for this on my student record :)  Most things in the aircraft take a bit of time to settle. So I naturally felt that I'll have to wait a bit after applying or pulling the power, or changing the attitude.

On our way back, I got blinded by the sun couple of times, and got to remember to get some non-polarised sunglasses. Polarised ones don't work well with aircraft's instruments. As we approached the airfield, Roger described to me the overhead join procedure, and gave me chance to fly for a bit of the circuit. At some stage he had to take over, as we flew into some low cloud. But once out of it, I had a chance to line up with runway, and commence the last descend of my lesson. Roger asked me briefly if I want to land, and since there was no response from me for too long (and things are happening fast on approach), he took over. I had a chance to operate yoke at the end of the approach/landing. Than quick taxi, again I did some of it. I am starting to get some idea on how to do it. And it is funny that you have the urge to use yoke as steering wheel. Doesn't work like that, and can actually cause some problems, if there's a wind gust.

So taxied back, did all shutdown procedures. At this stage, Roger told me that despite the fact that I had 0.8h to pay for, we were flying for an hour. It is basically the way tachos and all that works in C152. It doesn't count time per se, so when you are sitting there on apron with the engine idle 'the time will slow down'. This is actually quite fair, if you count the fuel price. So I've changed previous entry in my logbook to be 1.0, and Today's is 1.0 too. Totalling just little over 4h after 5 lessons :) Not too bad :)

During the debrief Roger mentioned that I should start reading on the same exercise but with flaps, so this is going to be probably subject of the next lesson (booked for next Friday, lets hope the weather will keep up). After that, turns in climb and descent, and than circuit bashing. Can't wait :P

Yet again, despite my attempt to keep entries short and brief, this is probably the longest entry on the blog. Heh. What can I say, if you're still with me, I do really appreciate it.

  • Route: Departed rwy 04, over Strangford Lough and back up . Landed rwy 04.

  • Milestones: finally able to set and release parking break on C152 (if you ever tried, you will know why I mention it here),

  • Exercises covered: climb and descend (6b), best rate of climb and glide.

  • Weather: Hazy sunshine; low cloud in places. Slight fog in morning, loads of water about, some taxi ways were unusable

This time the apron webcam catched Roger with me running away from the aircraft:

Sunday 17 January 2010

Lesson 4, lets kick your buttocks, and see if you can fly ;)

Lesson: 4


17/I/2010

  • Lesson time: 1.0h

  • Total time: 3.1h

  • Location: EGAD

  • Aircraft: G-BNKR (C152)

So. Maybe the blog isn't very popular, but those who read it told me in person that perhaps it was slightly on the longer side. So, I'm sorry if you haven't even tried to read it before, because it was too long. I'll try to make it briefer in the future (yes, I failed again Today).

On Saturday after the last test drive (gonna get my car soon, no more problems with getting to EGAD!, yuppie) I decided to drive through UFC on my way home and see if I could book few lessons. How big was my amazement when it turned out that there's a free slot on the very next day!. Wow. So I booked it for 17th, and some other day upcoming week, that I don't remember ...

Woke up Today, weather was great. Jumped in the car (got a rental for few days, to get a car, you need a car in this country..), choose UFC on gps, and off I went.

Turned up just 10 past 9, place was already starting to get slightly busy. Met my new instructor, I always get worried what the new guy is going to be like. Could see that he was either on fresh morning mood, or very reserved. My worries were to be soon extinguished. The guy turned out to be probably just as worried about new guys as I was :)

I learned quickly that Paul's approach is to keep a student on the leash, and if he does something stupid pull it to remind him, and if that doesn't help - intervene. Good, I like it, sounds like I'll get to do few things myself finally :) Peeked in the student's sheet, and saw that Roger gave me very good notes indeed. I've seen words like 'excellent', etc. Very nice, I thought.

Paul told me that we are going to try climbs and descends with and without flaps Today. Introduced me to PAT and APT (the latter 'fella' I knew already ;) ). Pat stands for Power, Attitude, Trim, and Apt for Attitude, Power, Trim. First one is for climbs, second one for descends. Things like lookout, and instruments are something we can omit. Also on this aircraft _before_  retracting power  carburettor heat has to be _always_ applied (even when temp outside is +20).

The briefing was short, but the subject is also not very broad and I got briefed on all other concepts used in this lesson previously so there was no need to waste time.

Once done, I started to feel what Paul meant when he said that he likes to let student do as much as possible. I was asked to go on, and do external checks myself . So I left my book in the car, took my new Pooley's vest (first item of clothing that I ever purchased, that is both - for aviators, and made in England).

Opened my checklist for C152, on 'external' checks. Now, I assumed that since I got no key the aircraft will be closed, so I won't be able to check flaps. It is impossible to move them by hand. The external check basically means that you have to walk around the aircraft, and check anything that requires check, or is important to the safety.

It starts when you approach the aircraft. You need to get some good look at it, and see if there's anything that stands out. Notice any covers, locks, and anything else that could make it the worse day of your life. Move the aerilon up, and hold it. Check the strut for any movements, and remember to keep the aerilon up, otherwise it will act like a very nice and sharp guillotine. If you get a chance to put the flaps down, do it in stages and see if both move to the same angle. Move it all the way down and see outside if it moves or if it stays where it suppose to be. Any free movement spells trouble. The basic role of the flaps is to add more lift, that's sometimes required during take off and landing. In slightly more detail, the flap is extending wing's chord which affects the lift. It is very important in slow flight as it decreases stall speed, thus allows you to fly slow and safe. But it also increases the drag which counteracts thrust. Thus this puts more stress on the wing and you don't want the flaps to 'flap' freely at those slow speeds.

I checked the fuel, and the oil level also. Once done, I could see Paul heading my way. When he saw me in my new 'aviators' vest, I could see little 'I feel sorry for this guy' smile on his face :) Well, I am far from wearing anything with wings or epaulettes but the vest was a good purchase and is indeed quite warm.

To my amazement Paul just opened the door, and did indeed put the flaps down. He also did a quick check as probably he couldn't believed that I could have remember about fuel and oil. Or just maybe he wanted to survive Today's flight too :)

We jumped in happily, when it turned out that I forgot to grab headset from the club :/ Paul went on quicker than I could think, and brought one for me. We were all set. This would be the first time headset fully worked on C152 for me, yeah!

Now, in the world of aviation there's a checklist for everything. And previously all instructors would have brought their own checklist with them, so I could just happily put mine under my right leg. To my amazement, Paul kept his promise and asked me to open it on all the checks that were to follow. So every single time I had tendency to just close it, I had to bring it out again, and open on the right page. From the very start, Paul told me what and how to do, and helped me only with parking break, as it is quite tricky on the C152.

I always kept print out of the airport's chart - just in case it happens to be useful. Today Paul wanted me not only to follow all items on anything you need to do before take off. He also wanted me to handle the radio. And the chart page was very useful for that. He just wrote down few things that I was suppose to read out initially. It might seem funny, but when he first asked me to repeat the very first call you need to make I just couldn't remember it. Too stressed out, thinking that I could forget something I asked him to repeat couple of times, and finally he gave up and scribbled down: "Newtownards radio Scrabo 6 0 request airfield information and radio check". The first time I pressed the button I just managed to produce some odd sounds. So I backed off quickly, asked Paul to repeat to me again. Said it back to him, and when he confirmed that I am indeed okay, I pressed the button again, and did my very first radio call. How proud I was, when the guy on the other end actually understood my call, and replied with QNH, and all that stuff. I got reply , to set QNH to 1011 (rwy elevation is 9, so no need for QFE). I read that back, and soon we got correction. Literally within 30s it has changed to 1012. So I acknowledged that too. I got 'nice job' from Paul, which only increased my grin.

We did all the power checks, again with help of a check list. Rumour has it, that there's even a checklist for scratching your b***s and a**e. Dunno, never seen it :) And Paul asked me, if I did ever took off myself. I could feel that my pressure just got quite high, and my heart beat went up to 1000 bpm - cos I knew what will follow.

After my very lousy attempt at taxying the aircraft, I made the call again "Scrabo 6 0 taing to the rwy 22 hold". After a bit my pulse dropped to the 'normal living human being' level, Paul explained that we will now make another call, line up, and take off. He told me to relax, and just follow his instructions.

"scrabo 6 0 ready for departure". "Add the full power, release breaks, keep us on the line, and rotate at 60 knts" said Paul, so off I went. I swear, time started to run at half the peace for me from that point on. 60 knts is a bit of speed and I was just afraid that I'll get us off the rwy and we end up on grass. C152 does not have sport 16" wheels on good suspension. So that sort of incident always ends up not quite nice. Anyways, I had a little tendency to go to the right but somehow I managed to not hit lights or get on the grass before we were rolling at 60 knts. I pulled yoke gently, and little more and off I went to the sky. I was so concentrated on it, that I couldn't see if and how Paul was helping out, but I swear it felt like I did all the work, including rudder pedals !

So off we went climbing to 500 ft, than I was instructed to do the turn in climb which I somehow managed (even tho it wasn't part of the lesson). The day was indeed beautiful, and I really felt lucky that I am training there. Paul also asked me if I like the view, and would remind me to enjoy the views during the lesson. Off we went to the south of the lake (people here use word lough). I got a chance to do quite a lot myself, and Paul was very nice to gently remind me on anything that I forgot, or did wrong. I got even few 'very good job's . Indeed, I felt really proud of myself. Seriously, it is very rewarding when somebody finally notices that what you did was great. Perhaps it is because I wasn't often complimented as a child and teenager. Who knows.

After about 20 minutes, I did few climbs and descends, with and without flaps. Paul told me that he will take the control, and started to tell me about the very nice harbour on my left (Donaghadee) and asked me if I ever was on the Copeland island. I never went there, and silly asked Paul "do you need a boat to get there?". Well, obviously unless your car is an amphibia :D

He than told me to my surprise, that since I did so well he will let me do emergency descend to landing in case of power failure. I was to pick a field, but Paul spotted some grass runway and told me to head that way. Around 300 ft above ground he told me he is in control (this is the official cockpit language used on dual crew flights: "I got control", "you got control"). And he carried a very scary "go around". The runway was on slight slope up hill, and that probably made me feel like we are just going to hit it :) He than told me to take the controls back, and get us up to 1000 ft. I did so, managed to level us off, etc. He than all of the sudden started to show me how it feels to be in a very steep climb and descent. To that I replied, that it almost felt like my first lesson :)

It was the time to head back, so I got the controls and as to head to the airfield . Paul managed calls to the Belfast approach, and switched back to EGAC. At this stage he asked me to carry out the calls, but I just couldn't for some reason. Maybe it was too much for me to fly and talk, I don't know. So he managed the call, and again - he asked me if I ever landed the plane, and obviously the answer was no. We all know what happened next, and I knew I am in the trouble. I got to bring this bird down, and he is just going to sit there, tell me what to do, and in case I screw up recover from it. Again, I swear, he sat there very relaxed and haven't really touched yoke too much.

As we approached, he announced that we are on long final to the rwy 22 to which Ian (the guy from my 2nd lesson) replied that he is on base. That meant that we would have to either stop the approach or slow down, and let the man continue. Paul chose the later and made the call to Ian to tell him that. Obviously it was my chance to again manage aircraft's slowdown on flaps. I was told what to check for before landing, Paul told me that even tho C152 has fixed undercarriage it is important to remember that point on the list, as in the future I could fly one with the undercarriage retracted and, well.. shit could happen. Again, I swear I never flew the aircraft so close to the ground and made a conscious descent that if not interrupted would end up in high speed impact... But somehow I managed to overcome that, and following Paul's commands (and again, I was so concentrated that I couldn't see what he was doing, but I swear that he didn't helped me much) I commenced my very first ever landing. It was so smooth, that the stall warning buzz never sounded, either I passed out for a second, or something. Dunno. After landing, Paul told me to be gentle on breaks as we slowed down. I honestly thought we are still on the flare. But the front wheel was already rolling !. I did a shitty attempt at taxing, and we had to vacate rwy for somebody else, so Paul took control.

We went around the 'triangle', and when backtracking to apron Paul told me to try going in sine pattern on rwy. I started to like it so much, that I probably failed to understand Paul's instruction to do it once, so he took the control over to get us on centre line. Once again, I gained control over rudder breaks, and started to roll us back off rwy 22 to the apron. Yes there is after landing, and shutdown checklist too. :)

We did a quick debrief in the plane. I got a lot of compliments from the man. I really feel like I earned it, and he wasn't just trying to be nice. He also told me, that I'll be flying circuits and probably solo in no time. That remains to be seen, as I still have to go for the medical checkup, and pass the Air Law to do it (brr, quite broad subject).

Paul went over to the club house, and I got my logbook, pen and wallet from car. Got back to the club, and whilst waiting for Paul, started to fill out my logbook. Somebody asked me how was it, and how many hours I clocked, etc. Obviously the guy was nervous before the first lesson, which he will have with Paul. So I told him they all are very nice and friendly, and compliment you a lot. I guess he slightly misunderstood my attempt at being funny. So I just told him that Kiwi's (Paul is from NZ) are always very friendly, and when they need to tell you something - they will just spit it out flat, and right after that be friendly again. He obviously misunderstood my message, because it sounded like they all just try to be nice to customers (since we are customers there, no doubt about it). But don't get it wrong, if you screw up - the instructor will make you feel like you did. Otherwise you won't learn.

In general very good lesson. I am still cheesing up when thinking about it.

I am sorry but I failed at making this entry any short. And I still feel like I skipped few details here and there. But any ppl(a) student's blogs that I ever read, that were worth the read and enjoyable would be lengthy. The brief "I did ex 6,7,8" would be just not worth the read, let alone worth my time writing down.

  • Route: Departed rwy 22, then south from EGAD along west coast to the north of Strangford Lough and back up east coast. Landed rwy 22.

  • Exercises covered: radio calls (4.x), climb and descend (6b), and much more.

  • Weather: Hazy sunshine; broken cloud at high levels near south end of lough. Very light winds.

  • Milestones: Fist take off, landing, with only instructor's backup, and commands. Also, taxing and 90% of radio calls ! First lesson I drove to and from myself (I know it sounds cheesy, but I still feel great when I can drive my arse up [almost] anywhere I want).

  • Purchases: My first very own headset, and a nice bag for it.