Lesson 13, importance of landing configuration

Lesson: 13

23/IV/2010

• Lesson time: 0.8h


• Total time: 10.7h


• Location: EGAD


• Aircraft: G-BNKR (C152)

Another change in instructors. I was booked with David H Today, but someone amended it and I was to fly with Roger. Well, no complaints here. Roger's virtually perfect instructor. And I am not sure about the need to use the word virtually here either. :)

I got in, a bit late, Roger was sitting rather relaxed in front of a laptop. Weather wasn't perfect, so I kind of thought that we won't fly, but he said that everything is absolutely fine.

Great! He wanted me to jump ahead and do external checks, but I had to ask him for a brief. Because I know they all have their own styles of flying and teaching, I knew I could gain something from his. He has always been a great source of knowledge in the field for me, and I was not to be disappointed this time either :)

I sat down in our little room, and he went on to describe how he thinks things should be done. Now, his description wasn't any different from Anthony's, up until the point where we turn on base, and we gotta start configuring aircraft for landing.

He was very detailed there, and couldn't really make it any clearer that this is his thing. He always underlines importance of this. Now, probably because I already flew few circuits , and most of them were rubbish, and landings especially. And because Anthony explained whole thing to me already, I mean everything - pretty much on the same level. And because I know I am rubbish when it comes to approaches ! I was very interested in knowing how to do it precisely.

And I mean, Roger was very very serious when he said - that this is the most important thing when flying circuits. So here is what I do remember (probably not everything in such a detail, and I hope Roger is not reading this :P) , this is for C152 and your millage might vary:

1. pull power to about 1700


2. as soon as you pull the power, aircraft will try to maintain the speed, and nose will drop (if trimmed that is, but I assume I am trimmed most of the time


3. that means, pull the nose, not to loose any height (and he marked it with 2 exclamations here)


4. as soon as speed is on the white arch, first stage of flaps - maintain the height (3 exclamations)


5. second stage (20 deg), maintain that height (3 exclamations again)


6. setup for 65 knots (C152), and trim (3 exclamations)


7. turn finals (you shouldn't be below 600 ft at that stage, ideally)


8. 3rd stage of flaps, aircraft if trimmed should pretty much fly itself 60 knots at that stage


9. do the CRAP checklist (Roger didn't mention all points here, but that's the power of having more than one instructor - you get to learn more :D )


10. use power to maintain the approach , if trimmed well - around 300 ft above ground you shouldn't really need to use any back pressure at all unless obviously you are in a bit of wind


11. 30 ft above ground, flare. pull the power gently, pull the yoke towards yourself, and look ahead - at the end of the runway


12. if it wants to drop pull, hard at first, and than gently so you don't balloon


13. providing that you did all great, the aircraft should kiss the ground itself, basically sink as the speed bleeds off.


14. you haven't landed really until you're in full stop, or 'go' configuration - ready for another one.

I also asked about taking off, and setting for cross wind effectively, and what about the bounce on flare. The first one - is just a matter of practice. The bounce - Roger was very very clear here - that if you bounce off the runway - always go around. Don't fuss around.

And that's about it. Sounds simple. And to be honest, with 10 exclamations from myself, setting up is the shit maaan! I mean really, focusing on that was what I was missing on previous lessons. To be fair, Anthony introduced me to the whole concept. And now I'll just have to practice any bits of it that will not be as good as expected.

So, that was a brief, it took about 40 minutes, but again - Friday, everything was so relaxed, no traffic in circuit. Peace on earth ... :D

I did my preflight, setup some iPhone app to track my flight - but it turned out to be rubbish, it only recorded 10 minutes, and stopped. I'll find better one next time.

I went to my car to grab some water, as I was thirsty as hell (just had a chicken - loads of proteins make you want to drink a lot). Meanwhile Roger was adjusting the 'square', to reflect runway in use change (to 16).

I got back, did all check from the lists. And pretty nicely taxied us to 16/34 hold, where I did my power checks. Meanwhile Ian was just coming back from cross country, and passed me by whilst I was doing my checks. Nice backtrack on 16, snake trail of course ;) but I am getting better at it. Basic hint from Roger was - add bit more power, and the prop wash will make rudder more effective. It works that way. He obviously made it very very clear, to only turn around at the very end of the rwy. Pretty much kissing the grass.

I turned around, and because of the sea wall at the end of it, I knew that this is just very short. When you line up on 22, you have miles ahead of you. Here. you can tell, that every feet of that runway matters. Hence why turning so tight at the end of the runway was very important.

Very quick 1-2-3, power in, 55 kts, rotate, Vy (best rate of climb) - 65knts, and off we went for the first one.

I asked Roger to prompt me along the way. He virtually did nothing, but just sat there, obviously helped with controls, but would tell me what to do next when I hesitated. In essence, I did checks, radio calls, and flying more or less myself. That really felt nice :)

First circuit was obviously just a warm up, and wasn't that good. But wasn't that bad either. Roger was covering up speedo (ASI), to see whether I could feel the 65 knots instead of looking at it. And to my surprise, after trimming - I pretty much made it fly at 68 knots. I was seriously shocked.

Again, prompted very much along the way, we managed to do touch and go. Again, I did the radio, and flying. It is really doable, as long as things are done promptly, and Roger was helping me out here, by reminding me rather quick what's next. It is also funny how everything really slows down once you are flying the approach speeds. All of the sudden you have a lot of time.

That was the first one, second time around, I pretty much did everything up to down-wind leg without any prompting from Roger. Again, really pleased with myself. Configured for the approach, and fscked up flare... Seriously, I tried to be gentle with controls, and failed to pull it promptly. It sinked, bounced off ... Aaaargh.

I had so much in my trousers, the runway is short, we already wasted a bit by bouncing off. But Roger set us up for go-around. He was describing what was happening as we went along. But it was scary. Pretty much, you jam in the power, loose carb heat, and get it to fly above runway. When that happens, raise flaps to 20 deg, make sure you have speed, a bit of positive climb rate (very important), and only than another stage of flaps up, etc. it is very important to not loose it, and fly steady just above runway initially, otherwise bad shit may happen.

I didn't intended it to be that way, but that way I was shown how to rescue myself in case I'll get that bounce. Also, another mental note, if anyone ever will be brave enough to fly with me - tell them to sit far away from control column. Not that they will start playing with it, but if I ever will have need to pull it, I need enough space.

Anyway, went on for another two rounds, pretty uneventful - smooth and relaxed. On my final finals, with full stop, I could see some guy lining up on the grass runway (parallel to 16). He probably only noticed me, when I made the finals radio call. I remember asking Roger about what should I do, there's an aircraft there. He just said, 'let him know where you are'. It was just nice, to notice radio calls in the works. I know it seems trivial, and you probably think I am mad for mentioning it here, but that really felt good, just to hear the other guy telling you that he will wait for you to land first. Even tho it was obvious.

This is one of the things with Roger, he always tells you if you improved, and patiently prompts you what to do if you failed. But you don't feel any anger there. Just patience, buckets of it. That really helps. After all, you need to be relaxed when flying. And also that makes you learn quicker. I noticed I make a lot of progress with him. Probably would resolve to only fly with Roger, if it wasn't for the fact that I do like to get input from different angles, and even if it costs more money (and time), I hope that pays off in the future. After all, if you want to save money, you really shouldn't be learning to fly in the first place. Seriously.

And that was my Friday pretty much. Thought went through my head, to ask him if I could come back later on Today and do some more :) If it wasn't for the fact that I have work, and they really don't like it when I take too much half-days off, I would only fly during week. It is much more relaxed, and enjoyable.

• Route: RWY 16, round and round


• Milestones: landing configuration recognised


• Exercises covered: 12/13


• Weather: bit misty, strange gust blows in certain areas (thermals?) over the city of ards

Lesson 12, how (not to) fly circuits

Lesson: 12

17/IV/2010

• Lesson time: 0.7h (confirmed)


• Total time: 9.9h


• Location: EGAD


• Aircraft: G-BNKR (C152)

Decided to drop in earlier Today. Never again. I was told, that Anthony has someone before me, so I'll probably have to wait one hour before my time.

And so I waited.

Anyway, just as I got there, CFI landed in C152, after annual check. So it is flying, and probably I'll be able to fly in it. He was leaving it with two rather large suitcases, which made me think, that there's probably all Bonker's documentation. He was passing by me in lobby, but I wasn't sure if he would react well to that joke.

One hour has passed, Anthony got back from flight with 3 very happy ladies in PA28. And it was his time, to join the fatso I am and do some circuits in C152. Life's tough ;)

I got over to check the G-BNKR, and first thing I noticed was how clean it is. Someone probably spend a bit of time cleaning it, cos I couldn't recognise some marks that I got used to. Oh well. Even sitting inside, I kind of felt like I've never sat in this aircraft before, it was so different.

I went through my checklist, and everything was in order. Sometime has passed, and Anthony joined me inside too.

Going through the engine startup checklist, I noticed how smooth the engine was going. It started first time, and it was all-so-smooth. As I was about to taxi, CFI came over, and asked Anthony to shut down, because he thinks pressure in nose wheel is slightly too high. UFC's CFI is a really great man. He always thinks about everything around him, and not in a very bad way. There's not so many people like him. And every time, I have a chance to talk to him, or see him doing something - it always inspires me greatly. I wish I was a man like that sometimes.

Anyways, Anthony did a rather fast start-up (he remembers that checklist by heart). And off we went towards RWY 22 hold (exit point from UFCs apron).

This time around, he let me do most radio work on the ground, which was nice. I shared my fear of radio with him, and he said that it is quite normal. It was nice to hear, that he went through same thing, and even got few radio-gobble moments in his life. The button on yoke is seriously mind bogger, and lip tightener.

I did some more taxi work Today as well, which was nice, but I still am rubbish at it. Got us towards 34 in one piece, but Anthony took over last part of backtracking, and turning as there was somebody on finals, and he wanted to expedite our departure.

"your controls". I pressed the accelerator leaver in counting 1-2-3 in my head, not to do it too fast, but also to do it rather fast. "Faster, this is short runway".

As soon as I rotated, I could feel the bloody cross wind. Balance ball went all the way to the left, and I intuitively crossed controls. Very bad. Anthony took over, and told me to look behind. We were about 25-30 degrees off to left from runway line. This is very bad. I heard opinions about that runway, but now I can see how difficult it can be, especially when the wind is changing as it was on that day.

My first circuit was just rubbish . I turned as in wrong direction couple of times. Than again, the speeds were different. Again, another change from C172, in C152 - speed on climb out is just 65 knts. And that's it, no complications.

Made the first base/finals too tight, so far too high, Anthony asked me to pull the power, to pretty much idle, drop the nose, to regain speed. I could see people on the sea-wall stopping, afraid to cross the approach path. Very wise, cos I might as well come in too low..

That touch and go was seriously bad, but those that will follow were not much better.

On that initial climb I probably lost 1 litre of  sweat. Seriously. Probably after C172, I have tendency to pull to much, and we nearly stall.

The next one was much better, Anthony went on to demonstrate how little we actually have to turn to crosswind, due to ... crosswind. Since we were at 30-40 deg angle already, not much was require to turn. Same for downwind leg. I started to get interest in doing some checks myself, but I think that was a mistake. Anthony corrected me even, and said to just fly, and he'll do the rest.

Again, I turned base too early, and we were way too high on finals. Anthony demonstrated crossing controls, to loose height pretty fast.

I have to say, this is the phase that I shit myself on mostly. Finals, and the approach. You basically aim for numbers on the runway. Literally. So that if you don't flare, you would mash yourself over these numbers. So when I hear Anthony asking me to pull the power, I just think he is nuts, and do it very slowly. But he usually means all the way to idle!. Nuts! But I know he must be right, after all, he wants to live too.

This one we did as go around. And I got reprimanded again - for pulling flaps too quick. Anthony is very particular, unlike others - about pulling flaps in stages, and waiting for positive rate of climb before doing next stage. It maybe is possible, but in my case we would crash into nearby hill before I went through all 3 stages of flaps, and waited for positive rate of climb between each. But I will aim to do it that way!.

Anyways, this circuit was much better, except for that wind has changed (again), and RWY22 became active. So we had to extend our circuit, basically our base became downwind (see picture from previous lesson). This time RWY22 for full stop.

A shame, lesson was rather short, but Anthony saw that I was literally struggling, and was utterly rubbish.

Last time we spoke, he actually suggested to me, that I should start doing lessons in pairs. One hour in morning, and one in afternoon. And never combined (there's some other Pole training here, that does it, and I was told that it is really not to his favour, well, stubborn nature I suppose).

Well, maybe next month, if I even have enough cash to actually fly.

Anthony gave me good debrief, describing what I did wrong, and how he had to actually save the day few times, by helping me with controls. I am not very happy with my progress, but maybe it is just that the things I am doing are very hard. Dunno.

I asked him also, what he thinks about getting computer yoke+rudder pedals, and practicing on X-Plane. He just said, that it is very good for practicing procedures, but in my case it is much better to spend the money on 2h of actual flight in the real machine. I have to say it makes sense.

• Route: initially RWY 34, last one rwy 22


• Milestones: circuits...


• Exercises covered: 12/13


• Weather: little clouds, huge crosswind, changing directions , runways altered between 34 and 22 every half an hour or so.

Lesson 11, finally the circuit bashing begins

Lesson: 11

10/IV/2010

• Lesson time: 0.7h


• Total time: 9.2h


• Location: EGAD


• Aircraft: G-UFCE (C172)

Another lesson that starts at 9:00. It is always a bad time, because of the morning weather changes. I have to remember about not booking anything that early (or late, for that matter too).

In the morning, I had a look at club's apron camera. Virtually no visibility. Foggy as hell. At home, clear skies. Typical. That airport is in such a funny spot. When it rains, is foggy, etc, it is always around that area, and that's it.. Well, quite often is. I called the club, but no one answered. Being myself, I thought - what the hell, I'll drive there anyway.

Showed up couple minutes past 9, Anthony was in instructor's room. He said that it is very unlikely that we will go up, but we might as well go through briefing, and if it clears up in next 20 minutes, we would fly. Circuit briefing is long, because there's lot to process, so it would be useful to go through it anyhow.

Sat in the little briefing room, next to lounge. Anthony handed me a piece of paper, and a pen, and said there's going to be few things to note. Now, I don't usually take notes. It is puts a little more demand on your brains to remember things. However, just as a respect to my instructor time, and just in case he is really serious that my brain won't take it - I decided to make take notes. I have to say, Anthony is one of those guys that can really explain things the way you understand them. And he drops in one or more interesting side things, that are interesting to me, and really make me you feel that he is truly passionate about flying.

Any how, he went on to describe circuit, bit by bit, stage by stage. Which I dully noted down. The pattern flying is described millions of times , so I won't go around it. But few things that he mentioned on top, are probably worth noting here, for you, and for me to remember.



As you climb out after take off, around 300ft, speed of climb should be increased to 75 knots (that's in 172), and ELF 'check' should be performed. It stands for Engine (T's && P's), L - landing gear (up), Flaps (up, if short field take off, or plane requires it). He noted that I should learn and always repeat all checks, even if the plan I am flying doesn't have landing gear, etc. It is just good airmanship, and practice.

So, around 500ft, we should turn to cross-wind, and continue the climb. The turn with climb should be no more than 15 deg of bank. As soon as we reach 1000ft, good lookout (again, forgot to mention it, always remember about good lookout!), and turn downwind.

My question here, was always - how do I know when to stop turning. After all, DI might not be helpful, since you can fly cross wind, plus in VFR you should have your head on the lookout for most of the time. So the answer is very simple. Before you make the turn, whilst looking out for traffic, note the patter 90 deg to left (or right in right hand pattern). And than turn on that spot. Seems simple, doesn't it. I suppose time to use DI and depend on it will come later, but for now I'll stick to that advice.

Anyhow. As soon as we level out downwind, when abeam the runway end, call 'xyz downwind'. If you're late, than 'late downwind'.

Next, following checks have to be done. BUMPFICH. B - breaks, some planes have funny breaks, and it is time now to check if they are set, and release them. U - undercarriage. Again, it is good airmanship to always call that out. In case of 172 - just say 'secure and welded'. M - for mixture. Set to rich.  P - prop pitch, again in 172 - not applicable, but just say 'prop fixed, still there'. F - check fuel quantity, set tanks to both, fuel pump, etc. I - instruments, T's P's, etc. C - carb heat off. H - harness and hatches, etc.

Now one thing that Anthony added here, is to actually set carb heat on before calling BUMPFICH. The idea is, that by the time you get to letter C, you are well cleared of any possible ice.

When you got rwy threshold at your 8'clock (in left hand pattern), it is time to turn base. Reduce power to 1500 rpm, under less than 110 kts, first stage of flaps. Under 85 knots (white arc on ASI), second stage of flaps. Maintain 70 knots, add power if necessary, and trim. This all will also initiate a descend.

When rwy is around 10 oclock to your left (in left hand pattern again), initiate turn to finals. Do the radio call again (xyz on finals), 3rd stage of flaps. Around 200 ft agl,  do the CRAP checklist - C, carb heat off, R - runway clear, A - approach, if on approach profile - all god, if not - this is the time go - around, no excuses. P - permission from ATC, if aplicable. ATC will give you permission to set on finals, but clearance to land must be obtained separately. Again, if not received, go - around.

Simple isn't it ? Now it all takes only few minutes. So you can imagine the workload. I couldn't believe it until I actually flew it.

The first one, Anthony tried to give me fair chance to do it myself, but I even drifted on take off. 172 requires so much rudder on climb, that you wouldn't believe. He pretty much let me do finals, and (attempt) to land. Obviously in the exercise, you just touch and go. Meaning, that as soon as you land, you don't stop, but count to 1-2-3 as you push in throttle (remember about that rudder, seriously!) - and off you go. Rotate at 55, and climb 65 till 300 ft, etc.

Second one , I did much much better, but in all honesty I started to turn too late. On the approach, and than on flare, the aircraft was all over the place, even tho there was no wind whatsoever. Now that's an achievement ;) I even asked Anthony about the wind "or is it myself". He just replied, laughing, "it is just yourself". Now that's the level of honesty I like. No bull's crap.

Third one was much much better, even Anthony said so. But again, all my turns were rubbish. Still gotta learn that. Anthony performed all the checks, and radio work. I was just suppose to fly. And even that I couldn't do well.

He admired my trimming, to which I foolishly replied 'well, it is easy'. He probably now thinks that I am just show off. But in all honesty, I do find trimming easy.

Anyway, time for the last turn, as it turned out. On base Anthony told me to land to full stop. Meaning that's all we are going to do Today. A shame, cos I stared to feel like I am finally being able to do it better and better.

On the ground, there was just chaos. Two air cadet's moto-gliders, backtracking, than taking off. It is all nice, but I pay for the engine running, so not really a good idea to just sit there and wait for someone. Moments later, CFI landed behind us. He obviously wasn't happy either, and asked RAF folks to move, so we can taxi back to apron. So nice. We had a bit of chaos when taxing to the rwy hold before taking off, but I didn't wanted to write too much about it. lets just say, that all of the sudden everyone wanted to fly. Fair enough, the weather was just perfect for flying. Probably by the afternoon, the circuit would be full of aircraft.

But it was time for me to drive home. I had to prepare my car for its first MOT on that day. And I also had a chance to catchup with so many texts I received. I even wondered, why all of the sudden people write to me that much. As it turned out, it was about the news of aircraft crash in Russia....

• Route: RWY 22, round and round the airport baby


• Milestones: circuits...


• Exercises covered: 12/13


• Weather: initial fog, than clear and nice, virtually no wind. Perfect for flying.

Lesson 10, stalls bashing...

Lesson: 10

04/IV/2010

• Lesson time: 0.8h


• Total time: 8.5h


• Location: EGAD


• Aircraft: G-BNKR (C152)

My last lesson was a failure. I have to admit it. So this time around, I did prepare myself much better.

The 'blue book' doesn't talk much about exact technique of stall recovery with flaps, so I researched a bit on the web, and found few places that talked about it from instructor's point of view. Which is even better, cos it has more details :)

I drove to the club bit earlier Today, and was there about 20 minutes before. I was hoping for a quick start, but it turned out to be the same as usual :P .

He quickly gave me review of what I should know, what is his point of view, etc. He is not as much as detailed in procedures description as Anthony for instance, but he gives all required info, and rest is up to you. Like I even told him, they all have different styles of teaching, and it is fine. Some will just tell me enough to make me do it, some others will on top of that already provide all info that I would ask about anyway, etc. He was surprised that I am mad enough to do some stall training in C172, and some in C152, or so it seemed. But he was fine with it, but I knew that he is probably not psyched about having to fly in the small can, the C152 is. To be honest, I thought G-BNKR will be off for annual check, but it was to be its last day before.

So I went over to check the little tin can. Everything was grand, until I started to check ailerons. They were fine for the right bank, but left bank movement seemed a bit more resistant. That worried me, I spotted Anthony passing by, and asked him for opinion. He trained on the aircraft, and knew its little 'personalities' inside out. He said this wasn't right, but is not show stopper. "Just mention it to Ian", he said, "and make sure someone writes it down before the annual". Fair enough, I thought, the aircraft is close to its annual check, so things like that will be addressed. Other thing, I noticed week ago, was rudder pedals cable being slightly too loose, and hitting fuselage. Nothing big again, but just shows that the annual service is required.

Ian was fine with it, altho it seemed that he have never seen anything like it. I suspect, even tho he is not very chatty, that he doesn't fly the C152 too often.

So I went on with the business. I can see that now instructors expect me to do stuff, without asking too many questions. Same was true with Ian Today. He seemed to just want me to get us up in the air asap, since I should know all the stuff now. Well. I tried my best, would be my answer. And I wasn't so bad, overall. I even handled radio without a hitch. The initial call, to obtain airfield information was okay. I repeated it fine, but I forgot what the QNH was.. so embarrassed. Again, Ian's stone face didn't show anything else than 'just get on with it'. The man is hard to decipher.

Rolling on 22, I started to push the power throttle in. Ian just told me to do it much quicker. It is funny, just as I started to think that I am good at taking off, I get told more and more things that show me otherwise. This time, I was reminded to pull control column so that the front wheel doesn't take the bashing. I have to say, sweat was running down my face as I lifted off. Not because I was nervous or anything, but just the sheer embarrassment.

This is my general 'problem'. I am trying to be gentle with stuff, and not break anything. But that seem to be against me. I have to make my movements slightly more quick.

Around 500 ft, I was told to climb us up, but in turn, just as if I was doing circuit. And than all the way ahead, first to 2000 ft, and as soon as we passed Mount Steward, where we can go above 3000ft. However Ian got instruction not to climb higher than 3k ft for time being,  but quickly told afterwards to go over. Probably there was some airliner approaching Belfast City Airport, flying from Isle of Man, and they wanted to keep the separation up. Fair enough.

As soon as we hit 3500ft, Ian asked me to do HASELL checks. Being myself, I got lost somewhere in the middle, but he quickly reminded me what I was left to do.

I was asked to do clean , full stall. Which I fscked up.. Honestly. Again, I didn't pulled all the way up, and started to recover around half way through. Previously I would do it in C172 (when Kate was flying with us), and it felt slightly different in it. Ian wasn't happy, and he proceed to show me how it should be done. I repeated it probably 3 times, each time, I managed to do it with less height drop. I think my best result was around 70 ft ,which is not too bad. Not for someone with that little experience. The limit is 100ft, so I was well within it .

One of the stalls, I did something unforgivable. But Ian was there to help out. Basically, unlike C172, the C152 will drop right wing in the stall. I instinctively started to not only push it, but also to level out at the same time. This ended up with another stall, and left wing drop. Ian didn't said a thing about it, but I knew I did screw up that one. He just told me to try another one.

Than time came to do stall recovery with flaps. Unlike Anthony, Ian wasn't very detailed about positive rate of climb, and the whole procedure. He just underlined the fact, that the whole stall should not lead to any drop of height. This configuration is simulation of what would happen when you stall the aircraft just as you are on the finals. Meaning, last 'stretch' before you land. Usually this means, that you fly slow, and rather low. So no room for errors. I seemed to get it now, especially that I went through series of 'mental exercises' after last week..

Next on the plate was stall in descend turn. This was easy. Again, one thing to remember, is not to level up the wings prior to gaining some speed. I did it few times, and Ian seemed happy. He than went on to demonstrate same thing but in climb turn. Very unlikely that this will be something I have to demonstrate on practical test, but knowing my luck, this will be the thing :)

Having the stalls behind me, Ian said that he is happy with my performance, (the man seems more happy and chatty once we are in the air) and if I want to try something else out, we have a bit of time. I honestly couldn't come up with anything I would want to try out. At this stage, I want to go on and do the circuit bashing, even tho I know I will regret that.

We headed back to EGAD, but I had to first descent to 2k before Mountain Steward again, as bottom of the D control airspace drops there from 3500 to 2000 feet. Once under, I went straight on long base for the rwy 22.

Another landing done, this time around winds were even worse. So Ian had to correct me couple of times, as I seemed to get swing sideways more and more as we were close to the rwy. It is funny how you initially aim for the numbers, even tho, you want to actually not crash into em. But I did it. This time around with a lot of help, but can't really blame myself with that sort of wind.

Afterwards Ian said he was happy with my performance, and reminded me that probably for the circuit bashing stage I will have to book two slots, cos there's a lot of briefing that needs to be done, and than it has to be demonstrated by instructor, probably time and time again.. I bet ya, this will be the time when some instructors will just loose their nerves with me....

I went on to pay, and here's the nice thing about C152. The tacho (or hobbs meter) counts engine hours. But it will count a real hour only if the engine was on full power whole time. In essence, since I was doing a lot of flying around idle, or 1500 rpm, I only had to pay 89 quid for 0.8h of flying. Instead of the usual 100ish. Shame the aircraft is going away for 2 weeks.

This month is pretty bad for me anyway. In all fairness, even tho I am booked for 3 lessons this month, I don't think I will be able to afford more than one more, and that's providing that my other employer pays me. I seriously started to think about placing a paypal 'donations' button here on the blog, or doing some other strange things to raise some more cash. But in all honesty, I write so much here, that probably no one is interested in reading that, not to mention sparing 10 quid a month or so. Plus, probably next month will be much better in financial terms anyway. After all, my initial goal was to do one-two lessons a month. So anything on top of that is just pure blessing...

• Route: Departed rwy 22, over Strangford Lough and back up . Landed rwy 22.


• Milestones: I did all stalling exercises , yeah baby.


• Exercises covered: 10b pt2, including turns


• Weather: hazy sunshine, some rainfalls in vicinity, quite windy. qnh 1012.