Lesson 16, Gregg demonstrates how to land .. not

Lesson: 16

20/VI/2010

• Lesson time: 0.8h


• Total time: 12.8h


• Location: EGAD


• Aircraft: G-BNKR (C152)


• Instructor: Anthony S

Today was perfect day for flight. For some reason, there was not that many aircraft in the circuit when I drove close to the airport. Got bit worried by that, but they were flying alright.

Went out to checkout G-BNKR, it wasn't much flown Today for some reason, and my lesson was to be either last or one before last of the day.Odd. Plenty of fuel, everything in order otherwise.

Here's how it looked as I walked towards:



Now, here's a thingie that I noticed inside, the dark bit facing front. I wonder if this is so that you can put a camera there. If you know, let me know:



I did much better job taxing us to the 04 hold. Turned around nicely (Anthony asked me if I could do it) - well, in my own world that is.

And off we went. 6 circuits in whole. And everything was fine, more or less, except for the approach and landing...

I don't know what it is, but I approach more or less good. And than before the flare, madness starts. I tend to do opposite things to what needs done.

For instance, you are suppose to gently pull power and pull yoke, and let aircraft slowly and gently sink to the ground. Instead, when I see it dropping to fast, I add power, or push the stick. So out of 6 landings, probably one or two were not rubbish. Seriously. I do have to work on approach and landing some more, if I ever want to show anyone that it won't be a suicide mission to send me for a solo.

Anthony probably thinks, I am ignoring all he says. But truth of the matter is, I am trying to get a feel for all that stuff , so that I could do it myself, and react to things as they happen. Probably not the cheapest way to learn to fly (and land), but me thinks, most beneficial in terms of capabilities and knowledge. Let's just hope G-BNKR will survive that ;)

I won't bore you with details here, but out of 6 landings, we had to go around 2 times.

Side note, Kate bought me Red Ferrari ... perfumes yesterday. So Today I decided to put some on, prrrrobably too much. Anthony had to open window on one of the approaches to get some air (either that, or it was because I was running in sweat - it was damn hot). They are pretty intensive, so note to self, use less of it :)

Picture of zzz bonker's dashboard:



And circuits. One good thing, if I can think of one - is that I am taking off in much straighter line now. :)



That's it folks. Shortest post ever, I guess :)

• Route: RWY 04


• Milestones: Flap-less landing (twice). (70knts instead of 65)


• Exercises covered: 12&13


• Weather: scattered clouds, bit of wind, but otherwise perfect day for flying.

Lesson 15, approach, flare, more circuits

Lesson: 15

13/VI/2010

• Lesson time: 0.7h


• Total time: 12.2h


• Location: EGAD


• Aircraft: G-BNKR (C152)


• Instructor: David Phillips

The weather wasn't very stable Today. Phoned in, and was told to show up anyway. Metars were showing possible storm, but you never know.

So I got in, a bit early. Interrupted David in his lunch (sorry David). But he insisted on sitting down, and going through what we are going to do Today. So I did. This was quite a bit of preflight. With some math, etc. I like that :) . Anthony joined in as well, whilst he had his quick lunch.

Without getting too deep into details, David walked me through approach configuration, when to flare, and landing bit. And that was to be my focus for the day.

I than did preflights, and jumped into the aircraft. I got worried about weather, it started to be more gusty. You could see some rain clouds to north, and clear skies to the south.

David joined me in few minutes, and said that we should be okay, and if not, we will just go back and wait. So I went on with the usual business. I got a chance to pretty much do the whole taxing this time, with virtually no interventions from instructor (or maybe just got lucky, or better after a bit of practice Yesterday). As it turns out, for the RWY 04 you can't just backtrack it. It is rather long, and someone might fancy a landing while you are crawling back. So about half way through we went to the right, and tracked back just before start of the RWY.

On my initial climb out, I this time around was consciously trying to keep my heading alright. And it kind of worked. As usual wind was blowing me all over the place, but I tried to keep me on the same heading. David took over for a second, and let me see through rear of the aircraft. It looked not too bad. (to be honest, anything is better than what I did Yesterday anyway :P ).

The circuit was right hand. First time I ever flown one. Not much of a difference, except that there's some bloke obstructing your view when you try to pick reference point (for turn), and do look out ;) But he also tends to spot things for you, so it works out well ;)

Whilst first part of the circuit was clear, the second bit of downwind, and base were covered in rain. So it was hard to choose any reference points, and David said to make the circuit low. Don't remember heights (you can look it up on the gps track), but it was lower than usual 1000 ft.

As usual, my checks were rubbish, and I didn't managed to do any radio calls whilst in the air. Oddly enough, whilst flying with Roger, second circuit and later were spot on, and I did all the checks. Probably just the learners experience effect. As I progress, I see more and more things.

Since my focus was on landings and approach, David walked me through that, and pointed at whatever I was doing wrong.

In essence (so that I won't bore you with too many details) I did my approaches too low, and have a 'ground shy' tendency. That means, that I am afraid to lower nose, even tho I am flying too slow. That in turn causes (obviously), the glide path to be wrong. And if I start to pull the stick, to get away from ground (instinct tells you that you are going to crash if you put nose down, but in reality, you'll gain some speed, and your glide path will be more gentle) - things will only go wrong. I just have to practice that bit of landing more and more. On top of that, decision as to when to flare, and what to do in landing. But I guess, I got that better after this lesson.

So here's my first circuit:



Second one was just pretty much a repeat of the first one. With me trying to get my checks in better order:



For some reason, my GPS (iphone 3GS, and app's called MotionX GPS - very good app) lost signal few times, hence the straight line on downwind, and rather funny looking base.

After the two circuits, David said - 'look , your circuits are fine, it is the approach and landing you need to practice, so I'll make this one a quickie and leave you just to do the approach'. Idea was great. I get to do more, in less time. Always good :)

So basically he flew rather accelerated circuit, very tightly, and left me to do the final bits. Here's how it looked:



This was very quick one indeed. Upon doing that one, I discovered that it is probably the people, houses and stuff that makes me even more susceptible to the 'ground shy' effect. Basically, I can see all the movement on the ground, and I should be concentrating on the RWY and aim for the numbers.

Next one was full size, and I don't remember whether David was showing me the approach on this one, or I did another one myself. It looked like this:



For the very next one, David decided to go and fly RWY 34 (with the chance to fly over Scrabo , the bit that I like about it most :) ). There's no distractions on finals. You just fly over water. There is always someone on the sea wall, just passing underneath the aircraft as you try to land - but that doesn't make me worried too much. And I think this one was much better. Altho, I still feel like I am flaring too high.



Last one was to be a quick one, so again David did expedite us and set me up for approach:



He said this one was spot on, except for the approach, which was too low. I still seem to have to work on it. Well, that's the whole purpose of training, isn't :)

Once landed, he just said 'now take me home'. Wasn't sure if he was proposing another trip , or just wanted to go back to the clubhouse ;)

Overall, new instructor, new experiences, new perspective. This way it will probably take me longer to get the license, but I will also get more out of it (hopefully).

I know David will probably read it, so if I left anything interesting out, or got something wrong, let me know.

Finally, here's the full track (check out options->tour feature ;).

And btw, let me know,if you think I am putting in too many tracking images.

All screenshots above are from Google Earth.

• Route: RWY 04 and 34


• Milestones: hopefully got better understanding of approach, and flare, flew in rain


• Exercises covered: 12&13


• Weather: quite a windy day, some showers

Lesson 14, steep turns ... G-fun :D !

Lesson: 14

12/VI/2010

• Lesson time: 0.8h


• Total time: 11.5h


• Location: EGAD


• Aircraft: G-BNKR (C152)

I had a bit of break away from flying. My last flight was bit over month ago. So bit nervous, will I remember the drill ?

Got to the club just before 9, Anthony was already there. Got out of the 'instructors room'. I could see CFI was a bit puzzled as to which runway to choose, as wind was changing a lot.

I sat down, and Anthony told me that circuits are not going to be possible Today - I thought, great, so no flying. But no, turned out, we could do a bit of flying, but we have to go high up - air is much more "smooth" there. I am to do some steep turns. Well, always welcome new things.

Went out to do preflight, and soon Anthony joined me to ask me, if I wanted to fly C152 or C172. Apparently I was booked for C172. But C152 was free, and I do remember that I booked for C152 anyway (had it written down on my iphone when I booked). He went away, just to join me moments later.

Here's pic from apron cam, of me doing preflight:



You can even see some sun shining of my bald spot on top of my head :P

I was amazed how quickly I got back to reading the checklist, everything went very smooth.

As usual, taxing to the hold, and than across the runway was done in a serpent's style, but you wouldn't believe how uneasy it is to control an aircraft on the ground. After all, it wasn't designed to be driven, but was designed to fly.

Rolled to 26-34 hold ( see EGAD chart here in PDF ). Due to me being rather slow (other do the power check list very quickly from memory usually), we let guys past us, and than I did power checks. Much quicker than usual, because I already know what's coming next. And where's what.

Entered active, and backtracked it. It is funny how they always insist that I turn on the very last patch of asphalt. It is understandable, but with my still sloppy taxing skill, makes me slightly nervous.

I turned the aircraft around, and asked Anthony with grin on my face "you're ready for this?". It has been a while, so I could expect everything. Plus, I knew that the air is quite turbulent Today (gusts to 20kts I believe). I pushed the throttle, counting 1-2-3 whilst doing it. And off we went.

It doesn't bother me anymore as much as it used to, when wind tries to push you down, despite the fact that you are trying to climb up. But it is some interesting feeling. As usual, my climb out was crap. I still have to learn how to take off in straight line, rather than be blown away. Sometimes I think, it would be nice to have a rear view mirror on an aircraft (and horn, so you could scare off people wondering around the apron ). So here's my climb out, and first circuit bit profile. Cringe if you must. Advice is welcomed :P

(btw, here's the whole gps track )



As you can see, I got blown to the east quite a bit. For some reason it always happens. Perhaps because it is hard for me to follow reference point, whilst nose is up (since you see just a blue sky). My other suspicion is that I just turn to the right instinctively. Dunno. I guess it is just a matter of practice.

For the record Anthony tried to tell me about it, but he gave up I guess. We did quite an overpass, over scrabo tower. and than left circuit to south south east for some G-pressing steep turns :D

Usual trip is up to mount Steward, than switch radios over to Belfast approach, request basic service. Usually they say, not to go above certain height. This time, we climbed to 2600. I was doing quite well, oddly enough. Maybe apart from the fact that I started to level us out too quickly, and ended up loosing some height due to lack of airspeed (APT acronym, lookup my first lessons on that).

Anthony demonstrated the exercise. Basically, due to way wings work, lower wing is quite a dragger. Also, the lift component is really working under quite an angle. So for these reasons, you need to pull back, in order to stay on the same height, and add just a tad bit of power. I did it two times to the left. Anthony said he is really pleased with result. For the next one, he covered my 6 pack, thus forced me to look outside. To my amazement, this one was the best one so far. Even tho, I glanced at the instruments, I would mostly look at the attitude indicator. Just to make sure I am in 45 deg turn. Cos I have the tendency to go back to 30 or less. Basically, the idea is that you enter the turn, as you go past 30 deg, try to pull back so that you are on the same height and if you see that the nose tries to drop add just a bit of power to counteract. After that, pick a point on dashboard (or between screws on the cowling), and keep it there. Pretty simple.

Than we tried few right hand turns. These were trickier. When you do left turn, you are below horizon. On the right turn, you feel like you are on the top.

Anthony than demonstrated 60 deg turns, and also quite quick descending. Quite frankly, a this point my G-O-Meter told me I was nearing my physical limits plus we had to start to head back to the airport so I passed on offer to try it myself.

On my way back, Anthony wanted me to try to talk with belfast approach. But he passed on second thought. Also, asked me if I did any exams yet. I haven't. I don't even have medical yet. And I know time is pressing, and I should have at least airlaw and medical if I ever want to go solo around circuit. He also mentioned that there is going to be radio course pretty soon, and if I was interested. Of course I would! As for the airlaw, I would love to see course with airlaw as subject too. So far I've been scoring 60% on airquiz at most. Which is pretty poor result if you ask me.

Nearing the airport, I setup the approach configuration. Anthony helped a bit, and I did my best to land. But for some reason he took over about 300ft from the runway. I am still convinced that I was able to do it, but due to the winds probability of us going around was over 40%, and I guess he didn't wanted to chance it. Oh well, plenty more chances to do it ahead of me.

Once landed, I again was given a chance to get us back to the apron. On our way back, on RWY22 we passed C172 running on diesel (JET-A). Apparently, some photographers flying around. Diesel engines are making more and more market share in GA these days. Probably JET-A will no longer be so cheap once they get a major chunk. After all, some people live very well of our taxes, and there's tons of tax in fuel (even avgas)....

Got back to reception, to renew my UFC membership, and pay for the lesson. As it turned out, there's two "foreigners" training at the club, and they have our names sticked on top of the monitor - to make sure our names are spelled correctly. Embarrassing to be honest, slightly. I do promise, that if I ever get local citizenship I'll think about changing my name to Johnston or something simpler for everyone here to spell ;)

To summarise, it was nice to get up and fly. I did enjoy it. Never had such a grin on my face when paying 90 quid for 45 minutes in the air :) Serious fun.

• Route: RWY 34


• Milestones: pressing some Gs, 45 and 60 turns :D


• Exercises covered: 15


• Weather: clear skies, very windy tho - especially below 1500 ft.