tag:blogger.com,1999:blog-52717686274976049722024-02-21T10:29:24.203-08:00Yet Another PPL BlogGreg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.comBlogger68125tag:blogger.com,1999:blog-5271768627497604972.post-42726353696949925602014-08-10T23:47:00.000-07:002014-08-11T13:08:56.905-07:00PPL(A) !On Saturday 9th of August I managed to pass the skills test !<br />
No point writing up all the details, but it was quite a bit of fun. Here's the breadcrumbs.<br />
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And the chart with planned nav, and diversion (North or Rye to Heathfield).<br />
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<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-83874495856862326572014-06-03T11:39:00.001-07:002014-06-03T11:39:12.215-07:00Qualifying Cross Country <div style="font-family: Helvetica; font-size: 12px;">
So QXC time. It’s a sort of vanishing point, during last few years it was a point that never seemed to be getting much closer to reality.</div>
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I did all the planning two weeks before, in preparation for the big day. Two weather cancellations later, I got a go ahead. Took a day off from work to do this. </div>
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Wind was calm, 5kt. And up North VRB/05 - So wind and such calculations were rather simple. </div>
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It was a strange feeling, setting off in the aircraft by myself on this rather long journey. I never had a chance to take long trip by myself with landings away in the mix - that was a very new territory. I anticipated high gliding traffic west of Biggin - luckily there wasn’t anyone around. Take off was uneventful. Weather was slightly hazy - but visibility (apparently) 10k more. I set OBS to 270, with BIG tuned in. That should keep me out of troubles on the North side of things (Heathrow zone). By the time I got abeam Kemble (wouldn’t want to overfly it) - it was time to switch over to Farnborough West. I asked them for Traffic Service, which was given to me - with the provision that it might be reduced due to controller workload. No worries. </div>
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Ten or so miles west of Biggin it was obvious that wind wasn’t exactly 5 knots. I drifted a bit to the north, so it was time to look at the chart and adjust my headings. My work load is always slightly increased when the inversion is up. The forward visibility isn’t as great and it takes me bit longer to spot and identify features on the ground. But no worries, I got the VOR tuned in and set up, in contact with FIR. Most importantly - I am always told - to trust my calculations - fly the heading and time. Minute or so before Guilford should have appeared in front me of - I had a look around to spot it and also use the Woking as a sort of secondary point. Problem was, with the inversion in place and sun above - the white buildings in Woking weren’t clearly visible as before. But I could clearly see Heathrow and Epsom race track (before, now far behind) and used ndb to double check my distance from Biggin. And there you go, 30 or so seconds later it was obvious that the larger town on my left is Guildford. Farnborough controller also made it slightly easier by giving me traffic information ‘unknown height’ 1m ahead west of Guildford - he said :-D . “Traffic not in sight, looking - G-FC” I responded as I turned to the South.</div>
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Once established on the southerly heading - I tuned in Goodwood VOR - but couldn’t identify it. Few more traffic reports, some of them I could see some I couldn’t. But it is always nice to have this additional level of support on the radio. Few minutes into the leg Goodwood VOR was identified positively - which allowed me to pin point my position and also make sure that I’m flying actually, generally - in the correction direction. </div>
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About 12 miles out, I started preparing for the join at Goodwood, got the airfield chart out and also used VOR to turn correct heading towards it. I wasn’t far of the right heading anyway, so it was obvious wind was generally northernly - and not 5 knots. My time wasn’t off that much either. Again, because of inversion the airfield wasn’t easy to spot from 5 or so miles, but once I descended to 2000ft and got closer it was obvious. They asked me to report overhead, which I did. This was my second time here, however different runway in use this time. Very long one, tho - 014. </div>
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So during brief my instructor warned me that landings might be interesting and I do have limited grass experience (thanks to DP) but this was to be my first solo landing there and on grass - exciting. Overhead join went uneventfully - not much traffic in the circuit, I’ve done tons of overhead joins at Ards before. The circuit height at Goodwood is 1200ft for fixed wing which is slightly higher then usual. I’m saying that, because that does make a difference. There’s also bunch of noise abatement procedures - but the general idea is not to overfly anything that looks like housing estate or such. So turning base - I decided to keep it so that I didn’t. </div>
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That did put me in a bad situation, with speed still bit high and altitude still close to 1200ft. I think I dropped down to about 800ft on finals - but that was still too high. Once it was obvious that I won’t make it - I decided to keep the height and go around. The idea when you go around is not to climb back to 1000ft over runway - as other traffic joining overhead or crossing it to the dead side might be in conflict. So best is to climb up to half the height and stay there, turn crosswind - and climb to circuit height. I turned around, flew the circuit once again - and ended up slightly lower on finals - but still a tad too high. </div>
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So no wind, possible slight tail wind (since it was varying), but runway long enough (014). </div>
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I’m still too high on final - so I decided to try slight side slipping - which saved the day, popped third stage of flaps, speed dropped to 55kt, rounded out over numbers nicely. My side slip - importantly - wasn’t full - I added just enough input to both rudder and ailerons to keep me on the right descent path. Besides, full sideslip is not recommended when close to the ground. </div>
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The roll was interesting as I looked down the runway and decided not to brake too hard when I saw a bump or hole - as I kept on reminding myself that I don't want to end upside down.</div>
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It’s a nice place (I love guys in tower saying to me "welcome to Goodwood", very warm welcome).</div>
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After shutdown,I paid landing fee and visited Tower to get the paperwork and then settled down to eat a sandwich and watch airplanes doing their thing. As I sat there for good 30 minutes, I counted 5 other airplanes doing well pronounced side slip on finals - which made me realise that maybe my approach wasn't that horrible since others had to side slip in as well. Some without flaps to assist them in slowing down, some with big engines and tail leg ( :P ) - so visibility and/or drag is increased by side slipping. But I’m sure at least one of these was a tricycle high wing and another one was a Robin DR400. </div>
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It was time to go to Lydd. I checked out the aircraft, jumped in - and went off. Taxying to the holding point and power checks were interesting. No taxyways as such on grass, so it is jus taxying in the general direction of holding point, trying not to bump into any buildings and stay far away from the runway itself. After power checks I forgot to release park brake and I thought I got stuck - but I fixed it quite quickly. Yet another of these things that you learn by flying solo. Off I went, the leg was to be quite scenic (shore on the right) and straight forward (go east…). Wind conspired against me again and like a dumb pillock, I forgot to take that fully into account. So no wonders, I drifted a bit too close to the shore for my liking. Farnborough controller started calling out an aircraft ‘Farnborough west , G-PC’ few times. I realised that he got my call-sign wrong - so I responded with the full one. He was letting me know that I’m flying in vicinity of Shoream and if I want to fly closer I should call them up - as they were busy apparently. I decided to just correct my heading to the north - which would keep me far away from Shoream. Actually I only heard one aircraft taking off few miles ahead - and crossing from right to left - and whenever I looked over, couldn’t see anything on the runway, taxying or in the circuit. “Oddly” enough - no gliders on this leg either. </div>
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Approaching Lydd, I was making sure every few minutes that I’m not getting anywhere close to the danger or prohibited area. And also made sure that my join procedure will be up to scratch. Lydd’s ATIS is very very very slow - so I did remember to tune in 15 or so miles out - to make sure I’ll have time to write it down. It is seriously being read out that slow. Dunno how jets manage it…</div>
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The join is interesting, but I managed. Winds however were having a party. I got some fast tailwind on base, more so then I expected, so I had to correct for finals quite a bit. Massive runway, so no rush - but with my experience at Goodwood - I made sure I’m on the correct glide path. Altho, go around at Lydd would be a nice experience. Some other time maybe :-)</div>
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Landed at Lydd, shut down and as I was walking to the terminal - I passed a nice guy on the way, who apparently was on his QXC as well - from Southend. I asked him, where do I get the paperwork signed - in case I have to wonder to the tower again. He said, this time I can do it in the terminal building, and also that I should check the dates the guys at Goodwood put in - as apparently they made mistake on his. And sure enough, mine was off as well. One date was correct, another one was month before. Go figure, as it was signed by the same guy. Maybe he was testing us…</div>
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Paid my landing fee, got paperwork sorted, and had a chat with the lady - who - as it turned out, was from Northern Ireland - at least her parents were. So we exchanged few stories about life in Belfast and I was on my way. Every time I go to Lydd, the place is rather deserted. Maybe because I’m always there in the late afternoon. Dunno. </div>
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I checked the weather, and phoned up instructor. The last leg of the day was to be fun - as I was flying into the sun.</div>
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On the start up - another cock up. I forgot to put the mixture to fully rich. Seriously.. So no wonders engine didn’t start. I had a discussion with instructor, before I left Biggin - he asked me “So what will you do, if you cannot start the engine at Goodwood or Lydd”. I told him “I’ll phone you up, of course”. He asked me to give it few retries, before I do that - but agreed that it would be a good action to take. So faced with perspective of staying in this rather quiet place (not that I mind such places), I decided to wait a bit, go through the check list and try again. And of course - it was obvious what the culprit was. Doh !</div>
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Taxied out, they want us to do power checks at the holding point Charlie - because there’s not enough space to pass bigger aircraft elsewhere. I called in ‘ready for departure’ and controller told me “taxy to holding point Alpha for runway 03”. Bit mixed up, I looked at the chart, holding point A was on the other side. I started doing 180 deg to get there - but decided to check again. And of course, she did correct herself. We passed few non-standard RT calls around, like “that’s alright” “no problem” - it was nice. </div>
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Meanwhile, I’ve heard a guy coming onto frequency - C172 (I think) was routing from High Wycombe back to High Wycombe around London and of course - all the way to Lydd and he was asking for ATZ transit - or something like that. This far away from Farnborough they want you to talk to Lydd anyway.</div>
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As I reported myself at the holding point D1, I was given a clearance to take off, wind info, and ‘turn left after 1nm’ - or something like that. Meanwhile - the guy from EGTB was reporting very close to my path. After take-off, I turned onto my heading, adjusting it a bit for the wind I did encounter earlier. I didn’t climb all the way to 2400 ft this time - because of the inversion, and flying west - the visibility would be legal - but too low for my liking. So I stayed around 2000ft. As I was doing the weaving turns to clear the space under nose on climb out - I noticed that guy from Wycombe just overhead. I was glad I didn’t climb any further, as we would end up rather close to each other. He did say he saw me on the radio - so all was good. </div>
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So correction for the wind turned out to be a bit of a mistake, as wind decided to blow from reciprocal direction this time. I was asked to report abeam Tenterden. Instead, I ended up very close to it - and it was obvious that my correction wasn’t working. So I adjusted my heading 25 deg to the left - and that worked - I ended up over Bewl Water. I really don’t like flying here on day like this (inversion), in the afternoon with sun making it hard to see horizon clearly. So this leg was rather horrible has to be said. However, I ended up doing it in rather record breaking speed - probably because of the wind that was pushing me north. I think it took me just above 40 minutes to get from Lydd to Biggin. Take off to landing. With all necessary joining procedures etc. And that’s in C152. Instructor asked me to call Lydd and verify my take off time - as he could not believe. I was wondering as well, but my own notes didn’t lie. </div>
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All in all, nice experience. But - apparently normal - I felt slightly terrified afterwards. The sort of healthy dose of terrified. I didn’t feel proud or happy with an achievement, as I did after driving to my friends after I got the licence - but rather - I felt this sort of feeling of “well, this is a huge responsibility”. Maybe if it was uneventful and without small cockups - I would have felt differently. Nonetheless I’m happy to pass this milestone. And all that after so many years of flying on different aircraft, with variety of instructors and in few places. To this day, I don’t know if it is just because of lack of absolute focus, especially financially - or because I’m - like one of my instructor would call these sort of types - not the brightest cookie. I was ready to do QXC in NI in September, but I had to move - so I’d say the former. </div>
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Great experience and if I had to do it over again - things would have been done differently, starting with solo land away much earlier in the training process.</div>
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I can’t wait to get to fly by to these and other places - on my own. </div>
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Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-17430880218119457172014-05-04T10:21:00.000-07:002014-05-04T10:21:46.999-07:00Dual to Goodwoods and backSo we've been to Lydd, now it's time to go to Goodwoods. Weather was good Today and with few cancellations - instructor let me know we can go.<br />
I planned the whole route day before, in the anticipation. We were suppose to go there on Friday afternoon right after work. But that was stretching it and the weather wasn't great either.<br />
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I was late on Saturday morning, somehow after the week at work - I felt very knackered and needed some sleep. I got on with planning quickly, there was virtually no wind (VRB) - but I took the Biggin wind, 060/10 for planning.<br />
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With everything done and quick preflight we were airborne in 20 or so minutes. From the start I was slightly behind the aircraft and going west there's a lot going on. I have to keep very good lookout, because I know the attitude of the glider pilots - and that they don't care about ATZs, controller airspace and propelled traffic. On top of that , radio was very busy, unfamiliar territory. I don't know, but in general it wasn't the best day for me either. and it did show. Instructor didn't scream or took over, so I was still safe - but if I was on my own on that day, I would have turned back. It did get better later on tho. Somehow I feel double pressure when I know that there are gliders in the area.<br />
With the proposed airspace changes in the area - I think it will make things even more frantic in the air and less safe.<br />
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I had 270 radial tuned in on the BIG VOR, so I don't bust LTMA, and was aware where I was - but somehow still I felt like I'm behind the aircraft. To add confusion, even tho the day was nice - it was very bumpy. Everything that did heat up - was creating thermals - and I had to make small adjustments from time to time and some bigger ones when the aircraft decided to turn 20 deg due to the wind. Later on (towards the end) it was actually a bit grotesque like this. There were two fires/smoke sources on the ground about 20 miles apart. Each one was showing wind blowing in opposite - pretty much - direction. Never seen anything like that before :-)<br />
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We ended up pointing more towards Woking - so I did call in all the features around and pointed us in the right direction. The first hint was us being slightly closer to the Epsom Track - but again, being tossed around and not in front of the aircraft meant that I didn't got that hint. Another lesson learned.<br />
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Once over Guildford we turned roughly South. Called some features, again - completely new area to me. Instructor started asking me about some features around me - but I couldn't point them clearly on the chart. This part of the world is littered with features on the chart - it takes me half a minute or a minute sometimes to locate clearly a mast, or such and confirm that it is the one. On top of that, I did feel a bit agitated knowing that I wasn't ahead as much as I would love to.<br />
After identifying all the features, we tuned in Goodwoods VOR, I did nicely identify it, etc. It was obvious that we need to track slightly to the left to reach Goodwoods. I asked Farnborough for frequency change, which took a bit - the frequency was very busy. Next time I'll do it about 15 miles out - otherwise it might be hard.<br />
Once in sight of Goodwoods we planned an overhead join at 2000ft, and then drop down to 1200ft circuit level (QFE). It has been a while since I talked to non-ATC - so it was bit odd. Things were very busy at Goodwoods as well.<br />
On finals for 06 I ended up rather high, so I had to go around. Altho calling go-around is the last thing on the list, it helps people around to get the picture more clearly. The next circuit was extended slightly - due to other traffic - and we ended up just right on finals. We were to use short field take off and landing technique there, since it's grass. I did however let aircraft slow down on its own on the ground, didn't want to brake too much on grass. That was pointed out to me later, as something I should have done much earlier.<br />
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Once we landed, I got confused on the radio. For some reason I thought controller said 'stand 13 to the left of the tower'. But I couldn't spot anything saying stand 13. Turned out, he said 3rd stand to the left of the control tower. Oh dear.<br />
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Once we parked up nicely, we went to pay the landing fee and have something to drink. I've been to Goodwoods before, albeit drove in - so it was nice to see the other side of the airfield for change.<br />
I did quick check on the chart, as to the way we need to take to the 06 and where to do the power checks.<br />
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The landing fee was reasonable, but price for a can of fanta - has to be said - wasn't. £1.20 - that's rather steep. Tap water is free tho!<br />
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We went back to the aircraft, started up. It took a bit power to start rolling - I think wheels got a bit buried in the soft soil, they looked alright from outside.<br />
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We took off 06, and turned east. I mocked up on the radio (again), and had to ask Goodwoods Information which frequency I should talk to next. They suggested Farnborough West. It was very busy again, so I got on with navigation. We used VOR and NDB few times to fix our position - I misallocated Brighton (doh!) - again - slightly behind the aircraft, curses. I was only able to get my call in, once we were abeam Shoream - so controller asked me to switch over to Farnborough East pretty much as soon as I finished passing my details.<br />
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About 2-3 minutes later as I was trying to identify my half way point - we spotted a glider ahead - doing turns - well into the Gatwick zone (we were at 2400ft, he was at least 400ft above). So I did a sharp turn to the right to avoid it - as it was pretty much going at us. The guy was well above me - so it took me a bit of effort to keep him in sight - due to the high wing configuration. But I think they spotted us at some stage too - and turned to their right. That was a bit of a blood pressure raiser. You'd think that if you're close enough to the edge of the zone - Longitudinally - there should not be anything trying to descent down on you. Well, gliders are apparently exempt from zone clearances.. (sarcasm implied).<br />
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So after that nice distraction - I had to come up with our whereabouts - knowing that instructor can pretty much identify the area no problems. Turned out that we weren't much off our course in the end. The town ahead - Uckfield - was pretty clearly identifiable with all the towns and roads, railways in the area. I then turned towards Tunbridge and Tonbridge. Confusing to me, two separate towns - with very similar name. We were suppose to do some PFLs and such around here, but since we were running slightly behind - all we did is just track towards seven oaks using Biggin VOR - this time - intercepting a radial 330 - which would let us over to Biggin pretty much. Again, I did fuck up few things here - that sort of a day... Instructor did however pull power on me, to see what I'll do in simulated engine failure scenarios.<br />
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Once about 5 miles south of Sevenoaks we requested frequency change, tuned in ATIS and I asked Biggin about the rejoin instructions. Did a bit of a mockery on radio there too - as I forgot to mention that we are coming from Goodwoods - but I don't know what significance would that have.<br />
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The airport was clearly visible, runway 03 this time in use. One thing I did wrong on base tho - apparently - was sudden nose drop to maintain airspeed. I pulled power, put the flaps on - in the mean time the speed decayed to about 50 kt - so I quickly pushed the yoke to recover. Too quickly it seems, instructor did mention that and said that I should make the gradual change in anticipation there - instead of reaction to speed drop. Dully noted.<br />
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We landed, filled er up - and that's it. I did notice that instructor wasn't as happy about the lesson as one would hope, but he said that I was safe at all times - and didn't do anything that would raise questions. I was told that next thing on the list will be the solo QXC - so I'm looking forward to that. It probably won't happen this coming week tho - will see. I think the aim is to do it during week, when it isn't as busy around. So I'll need to take a day off for that.<br />
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I'm looking forward to that. And in the mean time - I have to speed up my theoretical exams. I have 4 that I have passed in NI, but I'm still waiting for instructor there to send those over.<br />
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<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-69130493500867351002014-04-27T08:41:00.004-07:002014-04-27T08:41:37.685-07:00Long solo navI'm rather short on solo time, either because guys at UFC weren't so happy to send me solo (because I did fsck up too many times ?) - or for whatever other reasons.<br />
So the instructor at EFG is rather happy to send me solo as much as can, and as much as it makes sense. He was keen on letting me do circuits on the other day - when weather enroute wasn't so great to do a nav, but with the circuits cost at Biggin - I had to say no. Nearly £100 just for landing fee and touch and goes is rather steep for few circuits - £21 landing, £8 per t&g.<br />
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It's been few days since my last lesson - dual to Lydd, so I was rather looking forward to a solo nav, that would get me nearly as far as Lydd and back. The route is Sevenoaks->Bewl Water->Fairlight Cove (east of Hastings)->Ashford->Maidstone->Sevenoaks.<br />
Since I got in rather late, due to horrible traffic queues on the way - I got quickly into the planning.<br />
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Instructor went through the 'before solo' checklist, went through my planning and praised me for rather neat lines on the chart. That's thanks to my new pen - much thinner then the previous one. We went through all the possibilities in case weather goes bad, or donkey quits, etc. The usual brief before flight.<br />
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Off I went to the aircraft, that odd feeling when you get to do all of it yourself - like an adult. Yay.<br />
The airfield was rather quiet, some jet doing engine testing in the middle of one of the taxyways - so I was asked to do my power checks at A1 stop (last stop before runway). Off I went again, to Seven oaks. Very nice and clear day so far. This time I decided to plan from the intersection at Sevenoaks, not the town itself. Switched over to helpful as always Farnborough East. Nice female voice greeted me, and since the frequency was rather quiet - I requested Traffic service. Which they were nice enough to give to me. Despite the lack of traffic on frequency controller insisted for some reason to repeat full call sign prefixed by 'student' all the times.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj1iRnxTDOrl34XRZNOpdeN_MCKIccdtxKgDjDbBOd1X1TSSrGWmrvQUK1hF-nfSd_eNu7-ZwF8XcOUzXTMptC8fSchig_sy7id7eBVyV4XzHspYSkgIr3m82CM01Se0AJa-rlIYBJjzfI/s1600/IMG_6725.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj1iRnxTDOrl34XRZNOpdeN_MCKIccdtxKgDjDbBOd1X1TSSrGWmrvQUK1hF-nfSd_eNu7-ZwF8XcOUzXTMptC8fSchig_sy7id7eBVyV4XzHspYSkgIr3m82CM01Se0AJa-rlIYBJjzfI/s1600/IMG_6725.jpg" height="480" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Approaching Bewl Water</td></tr>
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<br />
<br />
As I approached Bewl Water - I would get the only traffic information on the whole nav. Some guy was doing some manoeuvring 7 miles to the right of my track.<br />
After that my service was reduced down to Basic, since that's where the radar coverage ends. I was happily tracking down to the coast. Hastings on my right. I did some nice tight turns over Fairlight and set onto the course to Ashford. It was funny to approach the edge of land and stare into the blue sky and water ahead. Part of me did wonder - what lies ahead. One of these days I'll just carry on :-) Of course once I get licence and prepare for crossing.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3HftBkE_I9oW7RuxtzTv6lcX7axK9YjOq-5e-A_0qckskYnKMQRs9Bv_-lSVdIxFjiQR1RuBxcj61CzVuLsHVMn4eUQPEHfGb-8oeCArU-npK-HiuYygapeUCpW56UKIZ39zlYCHf-BQ/s1600/IMG_6777.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3HftBkE_I9oW7RuxtzTv6lcX7axK9YjOq-5e-A_0qckskYnKMQRs9Bv_-lSVdIxFjiQR1RuBxcj61CzVuLsHVMn4eUQPEHfGb-8oeCArU-npK-HiuYygapeUCpW56UKIZ39zlYCHf-BQ/s1600/IMG_6777.JPG" height="480" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">My turning point on the coast</td></tr>
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This was rather interesting leg, I got blown off the track a bit. And again, the fact that there's very little in a way of standing out features here - it wasn't easy to find myself. But I knew I was going in the correct direction roughly - so trust the planning - was my motto. There's a nice canal that stands out and Ashford was visible clearly from the distance with the white roofs over terminal there. So I corrected my heading nicely by 10 deg to the left - and that turned out to be spot on.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWXEhORkvjH5MwkwJJ5CSDUjXGNQJx6UenjxH_C2p45kg6I3ylMJI1m-wc-ftwbxtnXp6ppz2EPRJ8coft64Onx69Fk-M-3TTWzQ0x3vzmu2qcBVnwRnC0Ie4IHTFP9Ag-OlPJ5rRjb0Y/s1600/IMG_6780.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWXEhORkvjH5MwkwJJ5CSDUjXGNQJx6UenjxH_C2p45kg6I3ylMJI1m-wc-ftwbxtnXp6ppz2EPRJ8coft64Onx69Fk-M-3TTWzQ0x3vzmu2qcBVnwRnC0Ie4IHTFP9Ag-OlPJ5rRjb0Y/s1600/IMG_6780.jpg" height="480" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Rye and wind turbines in the distance. Visible for miles. </td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWej_4TOxsvDwzhBQgE03TEfRwKYrMlug28we21h9Zy97aOdynBNmYy108W97leZAfrGSros0qoOot42-5z2j8ZZXpnYemO-yGKcNiDfAuci-OemyZFiYeshKyfSuEcii20jd9EQWfBbg/s1600/IMG_6782.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWej_4TOxsvDwzhBQgE03TEfRwKYrMlug28we21h9Zy97aOdynBNmYy108W97leZAfrGSros0qoOot42-5z2j8ZZXpnYemO-yGKcNiDfAuci-OemyZFiYeshKyfSuEcii20jd9EQWfBbg/s1600/IMG_6782.jpg" height="480" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Sun and taste of what's to come when I'll route west</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRv_kCsHd0U-VKmAgSa1Vzvu1dQ7fAveAjPb7YfmPKVNfu0hnUzlh0k5otZ0qy1-_uv3omPESG7MPBSVgPJ11-9QkniWHV48oOU_jGAzf-j5XBjRHDfezSbwE_DiaG6mLlXzXFaubjWts/s1600/IMG_6794.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRv_kCsHd0U-VKmAgSa1Vzvu1dQ7fAveAjPb7YfmPKVNfu0hnUzlh0k5otZ0qy1-_uv3omPESG7MPBSVgPJ11-9QkniWHV48oOU_jGAzf-j5XBjRHDfezSbwE_DiaG6mLlXzXFaubjWts/s1600/IMG_6794.jpg" height="480" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Approaching Ashford, with the white building visible for miles</td></tr>
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Over Ashford it was time to turn towards Maidstone. At this point sun was already lower on the horizon and straight on. So this part of nav was rather shabby - but I kept the heading again and made sure that the motorway is on my right. I could have done better probably - but it's hard to do it when you can't see as much ahead as you would love to.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3RI4meI3bVdZzbHX0tKzNgKTaKiO8UaU-xM-nYtzTmTn8JKY83ncei32Bhs7peClKTQ0BxMKbTHTcwlcaSz5AJvuENsI0jMv6Oyk3NTWT8wSFEtVP2rOeprPeSU2dQXU2Z18cXEGE1bw/s1600/IMG_6814.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3RI4meI3bVdZzbHX0tKzNgKTaKiO8UaU-xM-nYtzTmTn8JKY83ncei32Bhs7peClKTQ0BxMKbTHTcwlcaSz5AJvuENsI0jMv6Oyk3NTWT8wSFEtVP2rOeprPeSU2dQXU2Z18cXEGE1bw/s1600/IMG_6814.jpg" height="480" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">South of motorway - right sort of towns to my Left - check.</td></tr>
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I did check my heading using Biggin VOR (identified) and the distance made sense as well - so I wasn't much worried. But I have to say, there was part of me doubting my position more then on the other legs. Lesson learned - if possible, don't route direct towards sun (west) in the evenings. It's rather harder to do in practice in this part of the world - due to the relatively small gaps that I can use for navigation. Plenty of small and larger airfields below (Headcorn, Rochester) - LTMA above at 2500ft, will need to discuss options there with my instructor. Also, note to self - set the Skills test time for mid-day-ish. To avoid any of these corner cases where my performance might not be at its peak.<br />
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Anyway - Maidstone identified, at this stage few people started talking on the radio - this time controller has changed to a guy. It wasn't the usual guy with Scottish/Irish accent, some new fella. He did not upgrade my service to Traffic - and I didn't thought of asking. Perhaps I should have. I was rather hoping it will be upgraded again automagically once I'm back in the range of the radar. I was also surprised that the controller didn't hand me over to any other station earlier on - like London Area, or Manston, etc. Lydd was of course closed by the time I routed west of it - so no point even talking to them.<br />
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After Maidstone there's a nice junction to the north visible clearly and I started seeing clearly Sevenoaks (well, as clearly as you can into the sun). Time to let Farnborough known where I am and request frequency change.<br />
The aircraft I flew doesn't have dual radios - so I can't listen to ATIS and monitor frequency at the same time unfortunately. ATIS at Biggin hasn't changed much, I gave them a call - screwing up less then previously. They were rather quiet as well.<br />
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Reported 3 miles out, dropped down to the circuit height. The usual. Joined downwind - nobody in the circuit, so took few photos. It was a rather long nav, very quiet - so I took few photos to keep some memories. Also, by now - I'm rather less stressed during solo flights - leaves me plenty of mental capacity to take few photos every so often. And there was tons of opportunities on this nav - which took bit over an hour flight time. Very happy with myself. Ended up higher on finals again, but nothing I couldn't fix - and requested taxy down the end of runway. Someone else was told to line up and wait - so I nicely told the ATC that I have vacated the runway - so they could let the other guy go. Parked and put the plane "to bed". Not much to debrief about, instructor wasn't unhappy about my radio work - said that it has improved, nice. That's the point. I was grinning for whole day next day. Dunno why.. :-D<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg5sN5usNe5ejy-oolxHElvl7IOmyfxAPWZzDxmP3dDFTqIcVk0_zqe_dmvz-DGuXtkKnWgVD2SOpJFtHSM-epjCD9Bo6PgmyjAFwrDUe90WFQmpCuRVXsTagyzCuiQngFLb-W4tyaRfew/s1600/IMG_6816.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg5sN5usNe5ejy-oolxHElvl7IOmyfxAPWZzDxmP3dDFTqIcVk0_zqe_dmvz-DGuXtkKnWgVD2SOpJFtHSM-epjCD9Bo6PgmyjAFwrDUe90WFQmpCuRVXsTagyzCuiQngFLb-W4tyaRfew/s1600/IMG_6816.jpg" height="480" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Still plenty bright - but sun decided to hide behind the cloud - I could see terrain for miles now!</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-MJ1si4mYx6p710_Iq1O6Z0GNqHY2sxVoPg79JMCUH_CSivYxceMTvmnAEyV_N4NrJDG0RMbyXH4j9CGse9TkEtXOorF5rxU926nQ488JI6b9wVLYJUgMxhfccyy6jO6YW-evpteOZsk/s1600/IMG_6830.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-MJ1si4mYx6p710_Iq1O6Z0GNqHY2sxVoPg79JMCUH_CSivYxceMTvmnAEyV_N4NrJDG0RMbyXH4j9CGse9TkEtXOorF5rxU926nQ488JI6b9wVLYJUgMxhfccyy6jO6YW-evpteOZsk/s1600/IMG_6830.jpg" height="480" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">And the party is over.. Go west.. </td></tr>
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<tr><td class="tr-caption" style="text-align: center;">Approaching Biggin</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8g2rGN6PqfcWRv6ktR4bWTqznvNVmR66dUohPF-bWRgMavpFevXa4kQQguKXiNs8z84h3p29rvHNrQ8lLKbZP4CSB6PP9slUIEEecTHxART9-5N0xTnV-vFb0TUCWBTLWWJqvTuOBW94/s1600/IMG_6839.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8g2rGN6PqfcWRv6ktR4bWTqznvNVmR66dUohPF-bWRgMavpFevXa4kQQguKXiNs8z84h3p29rvHNrQ8lLKbZP4CSB6PP9slUIEEecTHxART9-5N0xTnV-vFb0TUCWBTLWWJqvTuOBW94/s1600/IMG_6839.jpg" height="480" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Short finals 21</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">GPS breadcrumbs</td></tr>
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<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-63776921686809074862014-04-27T07:35:00.001-07:002014-04-27T07:49:30.654-07:00To Lydd and backSo as part of the QXC in this school, I will have to visit Goodwoods and Lydd. However, instead of flying the actual QXC route with students dual - the instructor instead flies to each destination separately. Whether that is for educational purposes, or just to get instructor more hours in his log book - dunno. But I like that approach. Lessons are shorter and cost is spread bit more. Also, weather requirements are not as tough - so progress and currency are better.<br />
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I was rather looking to it, since we as students don't get to do many land-aways per curriculum - every little adventure like this is really good. If it was up to me, I wouldn't mind to do a solo land away at a single airport as part of curriculum before embarking on QXC, but well, - I can't change it. Unless CAA is reading this and will agree.<br />
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It's a rather simple nav -> Sevenoaks -> Bewl Water and then over to the Lydd. I read the Lydd's AIP - but the information about VFR arrivals is rather well embedded in remarks and such. Very strange overhead join procedure there, no idea why - one has to arrive over circuit height over the runway, and then turn downwind - and only then descent to the circuit height. If someone knows reasons - please email me or comment here.<br />
Another difficulty is the danger area and nuclear power plant to the south. The latter being very close to the airport, so base and finals are rather short. No worries, the runway is rather massive.<br />
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The first time we set off to do this, one of mags was running rough - so possibly power checks saved us rather interesting flight. Next time everything was working ok - and we set off.<br />
The day was rather hazy, and it was already late in the afternoon. Lydd closes at 7, so instructor insisted that we take off in rather expeditious manner. As luck might have it, as we set off to taxy to the runway hold point - so did about 5 other aircraft. Radio became very busy. This is where not being very precise on radio on that day, bite me back. I forgot to mention to the ATC that we're departing to Lydd, and he I think assumed 'local' flight, meaning - we will be landing here. Almost right. ATC asked me that question as a follow up, but then radio becomes so busy with incoming traffic and other aircraft trying to depart before us - that it took good 10 minutes before I could answer that question. Note to self, do it next time per CAP413 - and give all that information on first contact, for instance: "<span style="font-family: Univers; font-size: small;">Biggin, G-CPFJ,
C152 at EFG VFR to Lydd ,Information V, QNH 1022 request
taxi information". So far I've been doing the '</span><span style="font-family: Univers;">short' initial call, like 'Biggin, G-CPFJ at EFG requesting taxi information'. Followed by 'G-FJ pass your message'. I think I can do better next time :-)</span><br />
<span style="font-family: Univers;"><br /></span>
<span style="font-family: Univers;">Anyway - we did set off nicely into the blue yonder. Day was a bit hazy, which always makes navigation rather tricky - but departure to Lydd wasn't that bad - mainly due to the fact that sun was behind us. </span><br />
<span style="font-family: Univers;"><br /></span>
<span style="font-family: Univers;">Past Bewl Water the landscape becomes rather flat - and there isn't many features to go about really. Plenty towns and small roads to confuse. However, west of Lydd between Rye and Lydd there's a large wind turbine farm. And also, coast line is rather uniquely shaped. So finding the relevant place was rather easy. Instructor suggested I should report over town north of Rye - which wasn't as easy to spot to me. But I think 'between rye and whatever' was enough to the Lydd controller. Btw, if you want to listen to their ATIS first - tune in about 15 miles out - it is veeeery slow and takes rather long to get the important bits, like runway, frequency and qnh. We used NDB at the airfield and VOR next to it to fix our position even better - which is always helpful.</span><br />
<span style="font-family: Univers;"><br /></span>
<span style="font-family: Univers;">Once overhead, I turned right for runway 03, very tight base and finals. I slowed us down on late downwind and then quick descent on finals. I think the landing wasn't too bad. </span><br />
<span style="font-family: Univers;"><br /></span>
<span style="font-family: Univers;">Bit of a confusion on the radio, as I thought the controller said 'apron Charlie One', but it was obvious that there's no such place - so I vacated via Charlie to the Charlie Apron. </span><br />
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<span style="font-family: Univers;">I shut down the beast and requested a photo should be taken of me in front of the aircraft. Why not. It does not identify the place as Lydd, but nice to have. </span><br />
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<tr><td class="tr-caption" style="text-align: center;">The Chariot and Me</td></tr>
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<span style="font-family: Univers;">Once inside I paid the landing fee and since the shop was open - purchased another whizz wheel - 3rd one in my long career as a student pilot - as the last one I had got misplaced somewhere. Once all things got paid, we went on a quick tour of rather quiet and deserted terminal and dived into the supply of small sausage rolls I purchased few days before. It was really nice to have something to eat after the 30 minute flight :-) </span><br />
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<span style="font-family: Univers;">No need to book out apparently, so went back, quickly checked the aircraft and off we went. As per AIP remarks - power checks are need to be done before hold point Charlie, so that's were I did them. Then quick taxy to Delta (one ?). No need to backtrack, strong head wind and massive runway. Off we went. </span><br />
<span style="font-family: Univers;">This leg was rather untidy, due to the wind, sun and inversion. For some reason, whenever I fly in the evening into the sun my navs become very untidy, with my heading all over the show and height holding issues. I blame it on the wind too in this instance :-) </span><br />
<span style="font-family: Univers;">Despite the difficulties we got over to the Bewl water and then Sevenoaks fine. Another 'interesting' landing, due to the wind. I am ending up rather high on finals and have to bring it down quicker by pulling power almost to idle and nosing down to keep the speed. Dunno, I think it is safer that way - but if there's a cross wind - it makes my feet rather busy. But I did it. My instructor doesn't like that - because he does not get a chance to land it - but hey, that's the whole point - innit :-) </span><br />
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<span style="font-family: Univers;">Shut down and debriefed nicely. Next one, long solo nav. Looking forward to that one ! Almost as much as to the land away. </span><br />
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<tr><td class="tr-caption" style="text-align: center;">GPS track</td></tr>
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Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com2tag:blogger.com,1999:blog-5271768627497604972.post-17454143024674971152014-04-19T07:47:00.003-07:002014-04-19T07:47:40.329-07:00Solo nav Biggin->Bewl Water->Maidstone->BigginSo following the solo rejoin - the instructor was happy to send me on a solo short nav. It was our second lesson I believe - dual nav between Biggin, Bewl Water Maidstone and back to EGKB.<br />
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This time I was to do it on my own, so no pressure :-) Day was nice, I booked the lesson for early morning. Planned everything very meticulously, asking tons of questions, etc. I was aware of all the little airfields on the way, including Rochester and Headcorn. Day was nice, so I did expect fair amount of traffic.<br />
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Went on with the aircraft checkout, everything looked fine, 3/4 fuel tanks - so plenty of fuel if something goes wrong. That's the way we like it.<br />
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That day Biggin were using Tower and Approach frequencies. This is the first time I've seen that happening since I started flying here. No worries, I do note both down in my plog anyway. Just a matter of putting the approach frequency in the standby instead of the Farnborough West.<br />
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I went off, and as soon as I changed frequency to LARS - it was obvious, every man and his dog with wings was out flying. Few airplanes around Sevenoaks, so I decided to drop down to 1800 ft and climb out upon departing to the south. Around the Bewl Water there was a cessna 172 doing exactly same route I just done the other way - at the same level. I did spot it rather early, however it was nice of the Farnborough to tell us that we should alter our courses - unless we want to be united. And personally I like to have a dinner at least first, before close encounters. So again, I dropped down to 1800 ft.<br />
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<tr><td class="tr-caption" style="text-align: center;">Almost nailed the altitude</td></tr>
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Next leg was rather uneventful. I advised Farnborough that I'll be climbing up to 3000ft. This is due to all the traffic underneeth from Microlight sites and Rochester, Headcorn. LTMA boundary here goes up from 3500ft, so plenty of headroom. As expected, there were quite few aircraft routing west underneath me - so I think this was a good call. There was another aircraft on the frequency with the same last two letters, and it took controller few requests to realise that he was indeed not talking to me, but other guy. So when approaching Maidstone I had to start using my full call sign.<br />
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Overhead Maidstone, I turned west - and noticed a R22 or R44 hovering over the city, not talking to the controllers - and pretty much in my way. I had the right of way, however I decided to turn right anyway, just in case. Well, he did go the same way, so we had this dance for a while - until I finally had to descend and do a weird turn to keep him in sight. This is a downside to flying high-winged aircraft, but on the plus side - I could clearly see everyone underneath me. This of course screwed up my nav completely - but this is the easiest leg - just follow M20, M26 to Sevenoaks. Besides, I had the biggin VOR tuned in - so I did orientate myself pretty quickly using it and DME. I was still on the good track - so all good. Joined back overhead for 03, and went back to the club. My instructor was flying a trial lesson at the same time - and I caught him joining over Sevenoaks at the same time. So I just did follow his aircraft back to the club. Overall, nice 1h and few minutes solo nav.<br />
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I did hang around the club, as I we were suppose to fly to Lydd that evening. However, after refuelling turned out that the engine was running rough on Right magneto - the engine wanted to jump out of the cowling. Instructor tried to clean plugs, etc. - and I think was waiting for me to say something - so I just said to him "If I was solo doing this, I wouldn't leave." I think he was rather pleased that I said that, and told me "We're lucky it didn't happen at Lydd, there's nothing out there - not even McDonnalds".<br />
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Didn't take as many photos this time and no GPS track. Sorry.<br />
<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0Biggin Hill, Greater London, UK51.312059 0.03280199999994692951.272352999999995 -0.047879000000053074 51.351765 0.11348299999994693tag:blogger.com,1999:blog-5271768627497604972.post-41844447520238322872014-04-19T07:47:00.002-07:002014-04-19T07:47:12.547-07:00Biggin, Southend ATZ Transit NavSouthend airport is the default alternate for EFG students. This is a bit odd, even to me - since there's few alternatives closer by - but I can understand why it would be useful to low hour students. Southend has big runway, lights, radar, etc. Other alternatives, Redhill, Rochester, Headcorn - grass, A/G, shorter runways. Etc.<br />
So as part of the training, I knew I'll be going over to Southend at some stage. Turns out, we didn't went there to land - just to see the place, and also as an excuse for me to practice diversions, position fix, and just to talk to a different controller. Throw me out of my comfort zone a bit.<br />
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I planned a nav to Hanningfield, Southend ATz transit and Faversham. I knew that at some stage, the instructor will throw a diversion at me. But he won't do this before ATZ Transit, so it was obvious when it is going to happen really. But that's ok.<br />
I did embarrass myself a bit, because I came rather unprepared - the morning was bit hectic and I forgot my wizzwheel (turns out, I did lose it somewhere). Did I mention that I have a very nice instructor ? The guy is really a temple of zen. So I borrowed his, he was very patiently waiting for me to finish all my planning - and off we went to do the preflight. As a matter of precaution and also good practice - he is always checking things like fuel and oil himself, even tho student has done it. I like his approach.<br />
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We went off this time to the east, so not via Sevenoaks as usual - but through Swanley. Of course doing a big circle around Orpington first.<br />
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Routing to the North East is rather simple. There's a big bridge on Thames - that you cannot miss out even if you're as blind as Ozzy Osbourne. After that - I adjusted my ETA a bit, I think by 2 minutes - and kept same heading. Turned out my adjustment was just fine - as we were overhead Hanninfield reservoir exactly at the time. There was a temptation to call it - when I saw it, but we had quite a head wind, so it took us a bit to get from seeing edge of it underneath cowling till we were just overhead.<br />
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After that, I just turned dead East. I didn't plan this leg. The goal was to report overhead South Woodham Ferrers and then turn south east to cross ATZ. Controller asked us if we are happy to drop down below 2000ft (even tho it is class G) - due to departing traffic and we were happy to oblige. We had their DME tuned in already. Controller asked us to climb back to 2000ft and report overhead. And then told us to resume navigation. Pretty cool. Southend's frequency was rather busy - but the controller was extremely helpful - can't complain. There's a gas venting site on the south bank of Thames - so I asked controller if it's active. I did screw up the D number, but I think he got it - and said that the gas venting danger area is not active. Good :-)<br />
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Instructor told me to plan diversion from Sheerness to Swanley. I expected diversion at this point, so no worries. It actually went rather well. Altho C152 is not as stable as C172, so flying with just a rudder for prolonged periods of time is not possible - but I did manage. Due to the wind, I had to make a small adjustment - but we ended up very close to our destination.<br />
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After that, I just asked Biggin for rejoin from Swanley - and we landed nicely on 21. We ended the whole thing rather late - lights were already on at Biggin - so as a bonus I got fully lighted up runway, even tho it was pretty bright still. Unfortunately taxy ways are not lighted - so it is a bit more confusing at dusk, with the night vision trying to kick in, and the day vision still on the edge of it's capabilities on the ground. I remembered the taxy ways at Prestwick lit nicely blue. Oh well, Biggin doesn't have 737's traffic and such, so I suppose they don't need it.<br />
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Nice lesson, I was rather chuffed with the progress - and I think a lot of it is thank to the instructor and his patience. Not a shred of rushing or judgmental attitude on his side - even tho I can see few other instructors I know doing it in the same situation. Sometimes even a grim face for few seconds is enough to change atmosphere.<br />
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This time I did record a nice brad crumb for all of you's. Yay.<br />
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<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-23492940074918298722014-04-19T06:43:00.000-07:002014-04-19T06:43:44.290-07:00Biggin Solo Sevenoaks rejoinTo build up mine and more importantly instructor's confidence before he sends me on my QXC, I knew that one of the things I have to do will be a solo rejoin from Sevenoaks.<br />
Weather was good, instructor looked happy - he didn't shook his head when I did the superman pose, claiming that I just left my cape at home. All systems good then :-)<br />
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I was briefed about all possibilities, we went through solo checklist. Since the QXC route for EFG is Biggin->Goodwoods->Lydd->Biggin, I'll be joining from Sevenoaks. I've done this few times already on dual navs - so this was mainly a recap and bunch of safety tips.<br />
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Sevenoaks is pretty clearly visible, with big town, three large bodies of water and a massive junction on M25. The junction is rather important, as it's the edge of the Gatwick zone - same with M25 west to it.<br />
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Runway 03 was in use again Today, so we took off. Standard departure - 1nm and then right turn to the west. This keeps us just on the edge of Orpington, by by now we're 2000ft AMSL or more. On initial climb out I went up to 2500ft, before realising that LTMA is just about to start. Ooops.<br />
We got to Sevenoaks and started routing slightly to the east - instructor demonstrated me how I can use VOR at Biggin to to make sure I won't bust LTMA to the north and how I could find my way back if I get lost, just by following 270 radial TO Biggin. That 'TO' is rather important :-)<br />
We also practiced QDM, which I of course screwed up by saying "Practice QDM G-XXXX Practice QDM", rather then the expected "G-XXXX Practice QDM G-XXXX". But it worked, we got back the heading back to Biggin from where we were, so we just started following it back.<br />
After landing, I dropped the ballast (i.e. the instructor) and went on to do it by myself. Instructor just told me to "have fun, go to the east and practice some turns etc". I was happy to oblige.<br />
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Same thing on the way out - this time by myself. I decided to stay at 2000ft. Went to the east, had a bit of a play with VOR. The rejoin itself would make the flight be about 10 minutes, and I need some solo time. Followed some turns and some heading changes, etc. Just basic stuff - but it was nice to do it by myself. All my previous navs or circuits were aimed at fulfilling a certain mission. So it was nice to do few general manoeuvres instead. I did the whole HASELL checklist and went on to do some steeper turns. Picking reference on the ground and trying to circle it evenly around. Worked rather well. I also managed to take some photos - because why not.<br />
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After about 20 minutes I had enough and decided to turn back with uneventful return to the apron. This time I asked for backtrack on main runway. Instructor wasn't expecting me so early, and in any case - he said that I should have enjoyed full taxy back - since this still counts to my solo time. Good point, but I think I can taxy well enough - thanks very much :-)<br />
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I just remember being extremely elated followed by feeling of extreme tiredness. I pretty much went to sleep once I got home and ate something for dinner. Apparently it's normal - and in any case, I've done full day of work before - even if it was just a desk job.<br />
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<tr><td class="tr-caption" style="text-align: center;">Three lakes at Sevenoaks</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">The massive M25 junction. We're just turning back to Biggin</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">Beautiful views with sun hiding behind clouds.</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">Overhead biggin, about to turn Downwind for 03</td></tr>
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<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0Biggin Hill, Greater London, UK51.312059 0.03280199999994692951.272352999999995 -0.047879000000053074 51.351765 0.11348299999994693tag:blogger.com,1999:blog-5271768627497604972.post-88186074828244073582014-04-13T11:04:00.000-07:002014-04-13T11:06:52.977-07:00Biggin 03-05So I got lazy lately and stopped writing - sorry guys.<br />
Quick catch up.<br />
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So far I've done few lessons at Biggin - and I have to say, my instructor is an absolute Zen master. I never had someone who was so patient and calm as an instructor. Even the most patient ones in the past, would at some stage let some steam out of their ears.<br />
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So to date I've done some circuits - including solo circuits (yay). Also PFLs and stalls (before solo circuits of course). Solo circuits were quite a milestone - as you can imagine. First time solo at Biggin. ATC, etc. And eye watering cost as well.<br />
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I knew the instructor will send me solo, every student wants to get out on his/her own. It was bit odd, having to ask for permission to do stuff - but oddly enough, I find that ATC airfield actually requires you to say less. I'm crossing runway 29 every time I taxy in and out, and usually get clearance through it - so I don't even have to say that I'm entering and leaving it. Very odd feeling. Would get major slap for doing that at Newtownards :-)<br />
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So I line up there, waiting for clearance to take off - and there's a 3-4 minutes of silence on the radio. The guy who just landed, didn't say he vacated, you can't see other end of the runway, as it's on the other side of the hill. I had to remind ATC of my existence. I reckon, the guy landing should have said that he vacated the runway - but I'll never find out what happened. Prompting ATC helped.<br />
I went and did 4 circuits by myself, hoping/expecting some extra challenge to do with incoming jets, etc. But it turned out to be very boring session that way. Botched one landing, flared too high - but other then that, it wasn't so bad.<br />
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Today - after one cancellation due to the weather - we went to the west. So far all my flying here was to the East of Biggin. Blissful and quiet. West is different. Also, it's Sunday - anything that could go up - went up.<br />
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I did fair bit of planning with the instructor, we were to go to guildford, and turn around - use VOR, etc to find our way back. This is to prepare me for solo land away at Goodwoods, and need to turn around in case something goes south.<br />
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Active runway was 03, that was new. I prepared all frequencies in the PLOG, including VOR at Biggin (BIG). After departure, we were to keep straight for 1nm, and then turn left. Keep well clear of Kenley - these pesky Gliders have no radios, and also have the right of way. In many respects they are cyclists of the sky. Except that cyclists don't have right of away, but they think they do - so..<br />
We have seen few winched out of Kenley. Apparently they do 0-60 mph in about 3s in these things - so it's a rapid acceleration. Also, since winch is used - you don't want to be anywhere close to the place - in case the cable starts flying around.<br />
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I tunned Farnborough West and couldn't get word in for a long long time. So I just started the nav. At some stage we crossed M25 - and only about there I was able to get Basic Service. Carrying on, on the same heading - we started following M25, and the VOR radial that we set to 270 - to warn us of the LTMA started creeping in towards the middle of the instrument. It was obvious that the wind is blowing us off course, so instructor quickly suggested the correction. I would have just guessed what the correction should be. The chart for this part of the world is littered with data - so it would take me 5-10s every time I picked up the chart to even orientate myself.<br />
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We went on, after the correction - Both Guildford and Woking were clearly visible. So we circled around Guildford and started playing with VOR :-)<br />
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On our way back, things started really get interesting - again, lot more playing with VOR and NDB, to fix my position, and also to find the track back to Biggin. Loads of new sceneries to take in - I of course never flew over this bit - and some local familiarity makes learning much easier. Lot of traffic on our way back, including a Heli that was flying towards London about 500ft underneath us and quite few gliders well outside their ATZ at Keston - and also - I think busting LTMA, as we were at 2400, and these guys were well overhead, and drifting towards Redhill. I had to make few aggressive turns to avoid them - as obviously they have the right of way - and no radios.<br />
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I switched back to Biggin about 8 miles out - only to be told to stand by. After few minutes orbiting - I reminded of my existence and was met with 'G-FC standby' again. In the mean time, absolute silence on the radio. Obviously controller was busy phoning up someone about some traffic. My read backs were horrible, I made a horrible mess - I have no idea why. But controller patiently did repeat all stuff over and over again, until I got it right.<br />
We were cleared for Left Base for 03, and to report 5 miles out. When we were about 5 miles out - I noticed paragliders to my right, luckily not chancing it as much as the Gliders did.<br />
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In for a straight nice long finals for 03, I purposely did stay bit high to avoid anything that could be moving underneath - such as paragliders. Quite nice landing, even tho I had to loose a bit of extra height, which turned into bit more speed then required (75 instead of 65). But runway is long, there's a run up area - so I used that to slow down and aim for numbers. Taxied back, shut down, and paid hefty fee for an hour and landing. This time the ATC earned that monies, being patient with me, and having to repeat everything so many times.<br />
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All in all, very exhausting lesson - but I learned a lot. Instructor was very patient as always - despite me being clumsy in the morning and forgetting few things.<br />
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And The customary breadcrumb for ya.<br />
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<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-89300577111434933372014-03-12T15:11:00.002-07:002014-03-12T15:12:07.485-07:00Biggin Hill 02Second lesson at EFG. Same airplane, same instructor !<br />
This time, I was asked to plan a nav. Sevenoaks->Bewl Water->Maidstone->Sevenoaks.<br />
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Done the preparation before the flight, in a bit of a hurry (that hurt me later). Never had to plan a nav for this part of the world (apart form the nav exam), so few novelties.<br />
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Arrived in plenty of time. The instructor told me he won't go through my plog. Yes it was suspicious.<br />
I did a preflight, still trying to get used to the different setup. It will pass. No problems on the radio this time, altho tower gave me clearance to take off before one aircraft landed, and another took off before me. Bit odd. But all safe.<br />
We took off, and I almost forgot to turn and follow M25 to Seven Oaks. I was so indulged in the flying bit :D Ooops.<br />
Switched over to Farnborough, asked them for Traffic Service (just to keep it more interesting). And I got it ! At least for the 1/3 of the trip.<br />
Made few mistakes, like calling Maidstone Maidenhead. Oppsies. New area, new names. Controller asked me if I want zone clearance or something like that - which sounded suspicious enough, so I managed to fix my mistake. Other then that no drama.<br />
First leg went dead on. We arrived on time, track was ok.<br />
It was also around here that I was told, that our service is reduced to Basic. Can't remember the reason.<br />
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Things got interesting when I set on heading 70 deg, towards - what I think would be - Maidstone. Well, I didn't catch the issue first. The instructor got worried that we might go somewhere close to another airfield and make some people unhappy. So after some corrections - we set more or less in northerly direction. It was time to try something new, and I got to fix our position using a VOR and NDB. Never used either before. So it was interesting, but I managed to more or less see where we are. More or less, because by the time I was done with plotting and finding our position on the chart - we were already 3 miles closer and I could already see that Maidstone is ahead. The VOR is just behind it.<br />
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I made sure I am where I think I am, took note about need to improve my cockpit organisation skills, and set course towards Sevenoaks.<br />
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This is a short leg and after ensuring that I am indeed on the track - instructor asked me to make a practice position fix request to the controller. Farnborough controller asked me then, in reference to what I want the fix. I asked for Sevenoaks. And I was given a nice direction and distance. All beautiful.<br />
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Overhead Sevenoaks we switched back to Biggin, asked for inbound directions. I forgot to drop down to circuit height when we were on our way to Biggin. That caused some issues, as we were told there's traffic behind us - but we could not spot them. They could see us tho, so all was not lost.<br />
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After that, just a RH circuit for 21 with a nice landing by yours truly. No shimmy on the nose wheel this time, but bit grind noise wheels make when rolling on the ground is bit new to me. I told the instructor about it, he says it is normal for this aircraft.<br />
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The taxying instructions are always odd at Biggin. There's a runway we have to cross, and we just get a taxy instruction including clearance to cross it. However, I always feel bad for not stopping, looking around and then announcing to the world that I cleared the runway. So I do stop, look around. I don't say anything on the radio tho - guys are busy, it's not Newtownards ;)<br />
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All in all good lesson. I made few mistakes, all dully noted. Instructor was right for not going through my preparation. I proved to myself, with him being a backup - how badly a fuckup like that can go if undiscovered. Lesson learned. Next one in a week. This time, rejoin procedures. Probably in preparation for some solo work. Yay.<br />
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Gee, flying at this place feels so relaxed and easy. For whatever reason. Odd, I know - as it is all new, area is far more busy, and it's a full ATC airfield.<br />
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Complimentary GPS trace:<br />
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<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-24147552644811814012014-02-26T16:01:00.003-08:002014-02-26T16:02:27.710-08:00Tim's Video Blog <div class="separator" style="clear: both; text-align: left;">
Fellow Northerner started training at UFC some time ago and decided to take blogging to another level, with video blogging. </div>
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Here's his promo video, with more bits available from <a href="http://www.youtube.com/channel/UC3p3EeAele1qKToiKh2BH7A?feature=watch" target="_blank">his channel.</a> I think you will rather enjoy it.</div>
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For me it is especially great, as I'm able to hear once again all the familiar voices of my instructors and look at the beautiful sceneries I flew around.</div>
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Please support Tim and subscribe to his channel. </div>
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Thanks. </div>
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<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-75105576816669483432014-02-26T15:52:00.004-08:002014-02-26T15:53:49.188-08:00Biggin Hill 01<div>
So 6 months ago I moved to London. Obviously, I knew that my training is going to be put on hold - again. Plan of course was to finish at the UFC, way before end of the summer holidays 2013, but shhh happened. To be more precise, I was forced to switch to C172 due to an accident of one of Tecnams, low availability of the remaining one etc.</div>
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As soon as I moved to London, I knew I had few options - one of them, is to resume the training here. And so I set on a search of a place where I could do it. And whilst there was quite few options, I had to pick a place that is relatively close to my home - driving over an 1h one way to airfield is just simply not practical.</div>
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Closest place is Biggin Hill, however I was initially sceptical - due to the opinions voiced at different public forums, about draconian policies implemented (allegedly) at EGKB. Well, in the end - I decided to try it out anyway, of all the schools - I picked EFG. I wanted to see how things are done at a school. Club's being laid back, and such, I wanted to pick a place where my goal will be to finish things, not just piss around for fun. Don't get me wrong, having fun is in itself goal in life here, but things have to be done, in order to have more fun, right ;)</div>
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And so I booked a 'trial lesson', after a lengthy chat with an instructor at EFG. Very nice chap, very patient and seemed very professional and genuinely kind throughout the session.</div>
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After one weather cancellation, next booking was all green. Wind -12 kt, and a bit of gust, was rather calm compared to gusting 40kt+ week before. </div>
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I did a preflight of rather nice C152, G-BMGG. Carefully observing different habits of new instructor. Jumped in, got strapped in, and it was pretty much smooth sailing from there. It is amazing how these things get back to you very quickly. </div>
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Of course, Biggin Hill being full ATC airfield - I had to get familiar with local procedures. I did fly twice from full ATC airport before (Prestwick and Belfast International), so I knew what's involved - but details differed. No start up permission required, fire 'er up, tune in ATIS, and then ask for taxy instructions. No need to book out over the phone either, so all details are passed on the first radio contact. It's been a while since I had to chat on the radio, but all things considered, I think I've done pretty well. </div>
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Next on the agenda is the actual taxy, time to re-learn how to use feet and steer the C152. Always a challenge, when switching aircraft - but not to a new one this time. </div>
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Once I got to the taxy way A1 (I think), we observed nice landing by a jet, followed by PA28 who seemed to be all over the show on approach. I knew that there's a bit of a wind shear there, or gust closer to the ground. So take off will be fun. </div>
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"Line up and wait", "clear for take off". I ask the usual "you ready?" to the instructor, which always takes them by surprise btw ;) And off we go.</div>
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As suspected, bit of a struggle on climb out in keeping the aircraft on the straight track. There's a noise abatement procedure at EBKG (and pretty much most greater London area airports!) . In this case, the idea is to not overfly Biggin Hill village, so keep a straight 2nm track after take off. Nicely done, by utilising DME btw :-) After that, Seven Oaks, and switch over to Farnborough. Another name, that doesn't get a good press on forums. This time instructor took over radio, as it would take me a lot of time to repeat all the names of places we were suppose to overfly. </div>
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We got basic service and started the sight seeing session. The idea was to look outside, and see how different places that I would use during training look like from up there. Unlike NI, where you fly from Einneskillen to place like Clogh, and virtually nothing happens on the way - Greater South London is full of features. Only problem, it's all flats and there's far too many motorways and roads to use as navigation points.</div>
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Seven Oaks is nicely identifiable, road features (junction over M25), 3 lakes, etc. Next, Tonbridge. Again, Large town - hard to miss. But not obvious. We returned back, and this time I flew bit north, following the east edge of M25. Not to be crossed over - complicated bits of airspace around - you see.</div>
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Up the North East over Thames and then east towards Cliffe .There's marshes over there, where all steep turns, stalls and such exercises are done. </div>
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The way back was rather tricky, with us flying pretty much into the sun. So I suggested a little zig-zag. That worked out rather well. The procedure on the way back is rather simple. Call in Biggin Hill about 6-7 miles out (as far as I remember). They told us to report 3 miles out. Again, it only makes sense to do that with the airport in sight - where the sun didn't help. It was already afternoon, so sun wasn't at its highest, and there was quite a haze. Once I got the airport in sight, with some help from my instructor - I called them up, reported my position and got instructions to join downwind RH for runway 21. </div>
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Very uneventful approach and landing. Again, rather large circuit, due to the local rules. Approach felt rather long, probably due to the wind. It was also very odd to land with just single stage of flaps on. But due to the wind, and to speed things up - that's what was requested of me. Oh, the runway is massive as well. I felt spoiled.</div>
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All in all very nice lesson. Apart from me loosing height on few occasions (and always recovering as soon as I noticed), and the fact that I didn't trimmed it on climb out - I think I did rather well. The low sun and haze was rather annoying, but that happens from time to time. </div>
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The aircraft's abbreviated call sign is a mouthful too: G-GG :-) But I managed ;)</div>
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Next lesson already booked, this time apparently I'm to do a nav in the area. Seven Oaks->Bewl Water (no lochs in around here :D )->Maidstone->Seven Oaks, and back to Biggin Hill. Should be rather nice nav. Similar distance to Comber->Hillsborough->Bishop Court->Comber. </div>
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All in all, the time spent very nice. I was rather relaxed afterwards and rather chuffed. The airspace around here is far more complicated tho. For instance, the long cross country puts one flying around Gatwick airspace. Makes for a rather interesting flight. But lets not get ahead or ourselves, shall we. </div>
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Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-84646358671448684022013-08-25T15:23:00.001-07:002013-08-25T15:23:35.380-07:00Dual Long Cross Country<br /><br />I was hoping for some solo circuits Today. But instructor suggested that I should plan long cross country anyway - and see what we could do once I'm at the airfield.<br />
So I went ahead and did that. Phoned up Enniskillen and Aldergrove (in that order, just in case) - and everything was fine. In the end, I decided to go ahead with the cross country - after all, it means progress !<br />
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We took off 04, right hand. Departed circuit to the south via Comber. Belfast Approach were rather quiet, and we got the requested zone transit to Aldergrove to land. I got the zone transit (yay), and they were nice enough to pass my details over to Aldergrove.<br /><br />
Instructor in the mean time went on to tell me how to lean the mixture - to save up a bit of fuel. Not that I pay for the fuel, the hourly fee is the same regardless of how much fuel I use. But more fuel means more safety up in the air, and more options. That's priceless.<br /><br />
Once closer to Aldergrove, I tuned in to the ATIS. Apparently they are happy for people coming over in small aircraft without the 'information', but I wanted to be professional here.<br /><br />
Aldergrove told me that I'm the number 2 to land - runway 25. The approach and landing were rather uneventful. Big deal for me - second landing away from Newtownards. Papi showed were were a bit low, but we were on stable path - instructor seconded.<br />
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The Aldergrove Tower voice was very fast and rather hard to understand, but I managed somehow with help of the instructor to repeat the instructions. Names of the taxi ways were very hard to read on the airport chart, especially since I had to shrink it down to fit on a single page. Lesson learned.<br />
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Parked at the GA apron, and went to settle the landing fee. Then back to the aircraft, and set on our way to Enniskillen. We were both a bit hungry and Enniskillen has a little cafe on site, where we could have some lunch.<br />
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Next leg was suppose to be long (27 minutes, afair) - and rather dull in terms of features.<br /><br />
Once I got started up, pen ready - first contact with the ground is usually where you get loads of info. But I was just told to just taxy to A1 hold. On our way there, we observed Easy Jet landing, with a nice landing - bit of a smoke from tyres. But I'm guessing for such a large airplane its normal.<br /><br />
I did my power checks, and then said 'holding short A1 runway 25, ready for departure'.<br />This is where we got a mouthful to repeat, but not as much as I thought. 'Lineup 25, after departure turn north west, not above 2000 ft'.<br /><br />
Once up in the air, approach told us about aircraft that was over head us, but we couldn't see it. Once clear of it, I resumed the climb to 1500, towards Toome. That place is clearly visible, with distinguishable Lough edge, and bridge right over it.<br /><br />
Once over it, I reported it - where our service was reduced to Basic, and we set our way towards Enniskillen.<br /><br />
The leg to Enniskillen was rather uneventful. The views are stunning - quite a lot of windfarms, makes it bit confusing - but high ground and sparse towns - make for easy features.<br /><br />
When we were closer to Omagh - I noticed we were a bit off track, decided to correct it about 7+7 to the left. We were already past the half way point, but by not much - so I thought this will work too. And it did !.<br />I think this was because of DI alignment earlier on. I'm sure mistake was my own, plus a bit of a wind from rain and such maybe. On this leg we had few clouds here and there, and some rain in the area. Luckily our path was rather clear.<br />
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Closer to Enniskillen and in sight of the Lough - I started looking for the airfield. Which as it turned out was right over the nose - one place over which the visibility is rather poor ;). Also, the airfield is perpendicular to the path - covered by trees and such. Hard to spot. If I couldn't spot it on my own I'd climb to 2000ft and join overhead. Safety and such !<br /><br />
The runway 33 was active. I looked around, and we joined cross wind for 33, with a heli taking off underneath us - but clearance was sufficient and I made a call to let him know that I'm overhead and can see him. The circuit takes you over some really nice scenery, so this and the unfamiliarity with the airfield made me want to extend the circuit a bit.<br /><br />
The approach is over some higher ground - with a church on the left hand side. I decided to take a bit of an S turn around that church and the hill - to keep it on the safe side. Again, the runway was huge - and landing was rather nice. At least as far as student standards are concerned.<br /><br />
We decided to go for some lunch first, before settling the landing fee. Lunch was pretty good. Not often do you get a chance to talk to the instructor about things other then your upcoming lesson, or things you just did wrong :-) I settled the bill, to pay for all the problems I caused ever before to this particular Instructor.<br /><br />
Landing fee at the Enniskillen is half of that at Aldergrove, with a cafe - it makes a very nice place to go for a bimble.<br /><br />
Next, the longest leg yet - and one that takes us home. Again, rather uneventful - once past Dromore, we were passed over to Belfast Approach, again not much happening there. Closer to Ballynahinch we decided to dive down to 1400 ft, just to make sure we're not busting the zone - there's a small extension down to 1500ft over there.<br /><br />
Ballynahich was very clearly visible - so once overhead, I turned towards Comber - again, very nice visibility, uneventful leg. Comber, overhead join for 04 RH at Newtownards, and down - for what was the worse landing of the day. And that's at an airfield I know very well. I blamed it on a gust picking me up at the last minute - but we all know I could have done better. Nevertheless we got on the ground in one piece and without much drama.<br /><br />
Instructor did not have much to say about my flying, he said that I pretty much done everything by myself and apart from few things on the radio that he suggested - it was all good. One of these times where I don't fsck up anything. Amazing. Rare event.<br /><br />
2.5h of flying, rather huge bill to settle - but overall - I'm pretty pleased with myself here.<br /><br />
I actually felt pretty well, usually I'm very tired after an hour of a nav. But I think what helped here, was that the instructor let me do things myself, and didn't say much. If anything, he was very positive, and never took over from me.<br />
It is stressful when instructor has to take over, or sits there - letting steam out of his ears - so to speak.<br />And trust me, when it comes to testing the boundaries - I practically have PHD in it .<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhdIpzuReTZVYrbwLY2aJ251vxdr0ZLVaqFwgGlGuE2eTM4rBLdJ8ogFVkJFDThdSJTASLW7x5CIuA2-b4ec1V_TnNani4IQhIqoa5oZJ-lzDSEAY1J03cJIS_Ax4DihLm2x6izB3DXSQ/s1600/Screen+Shot+2013-08-25+at+23.06.24.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img alt="" border="0" height="160" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhdIpzuReTZVYrbwLY2aJ251vxdr0ZLVaqFwgGlGuE2eTM4rBLdJ8ogFVkJFDThdSJTASLW7x5CIuA2-b4ec1V_TnNani4IQhIqoa5oZJ-lzDSEAY1J03cJIS_Ax4DihLm2x6izB3DXSQ/s400/Screen+Shot+2013-08-25+at+23.06.24.png" title="Long Cross Country - Dual" width="400" /></a></td></tr>
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<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-81397603582411140652013-08-24T14:40:00.000-07:002013-08-24T14:41:30.483-07:00Circuits :-)<br />
I was late. The instructor had called me whilst I was on my way. He was obviously unhappy about it. I was too. 30 minutes late. Didn't plan my nav upfront, another issue. Horrible stuff on my part.<br />
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Once I'm through the training, few instructors really should expect some expressions of gratitude for their patience. I am sometimes a massive pain in the arse. :-|<br />
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Whilst I was planning the long cross country nav, instructor started phoning up the destinations. Turned out there's an event of some sort at Enniskillen airfield. So no go.<br />
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Next on the plan is circuits. Day looked nice, I don't have enough solo circuits anyway in C172 to be sent solo for long QXC - so it made sense.<br />
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Went out, to prefly the aircraft. Sitting inside at the end, crash alarm sounded. Turned out, one of the arriving aircraft overshoot the runway. In the end everything was ok, nothing big - but it was nice to see the fire cover guys being scrambled very fast and arriving at the opposite end of the airfield in just over a minute. Impressive.<br />
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The runway for the day was 33, with approach over the sea wall. Haven't done that in a while, circuit wise. At least as far as I remember.<br />
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The circuit is pretty nice, takes you around Scrabo hill.<br />
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Rather uneventful (apart from some people using 22 instead of 33, and bitching about others on the radio..). First two normal, another two flapless. However instructor for some reason decided not to send me solo, even tho I haven't done so bad according to him. There was a changing cross wind - runway 33 is tricky as it is and the incident with someone overshooting the runway a bit.<br />
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All in all, rather short lesson - 0.8, circuits in C172.<br />
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Tomorrow more coming, hopefully I'll be let out of my leash - I need to do at least few circuits in C172 solo.<br />
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Gps trace, as always.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeh7dkH-r7r4kXtuYRMQszQL-tf1J1VmF4H9n6VuVAfapxW6iKqKb-2WisvlZRURo-6loF0KAPbqn00uSKrDbPtX-GGVgD7SFgYOR23RH7QV-FYYsQT_NXrHiRRlgsxhMOgQJKP5F-pvI/s1600/Screen+Shot+2013-08-24+at+22.39.03.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="" border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeh7dkH-r7r4kXtuYRMQszQL-tf1J1VmF4H9n6VuVAfapxW6iKqKb-2WisvlZRURo-6loF0KAPbqn00uSKrDbPtX-GGVgD7SFgYOR23RH7QV-FYYsQT_NXrHiRRlgsxhMOgQJKP5F-pvI/s400/Screen+Shot+2013-08-24+at+22.39.03.png" title="Circuits RWY33" width="398" /></a></div>
<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-65670912398502875342013-08-19T13:21:00.001-07:002013-08-19T13:21:56.449-07:00Nav theory exam passedLe misurabile 76%, but that's a pass.<br />
My brain is fried, and I feel mentally challenged afterwards.<br />
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To anyone who is going to approach this - pickup south of England chart - and have a good look. Because there's an airfield on an airfield in there. Quite a busy airspace.<br />
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<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-90144002655751023092013-08-18T17:57:00.002-07:002013-08-18T17:57:52.033-07:00First Nav in 172<br />Quite an odd day weather wise. Showers in vicinity, gusty strong wind changing direction every minute (at least on the ground).<br />
<br />I was also late, slept in. Blamed in my birthday, truth is - haven't had a party or nothing - just stayed up late night before. Folks at the club were suppose to go on a flyout, and I thought - chances are - there won't be any aircraft to fly in anyway, so I won't have to get up.<br /><br />
I was wrong.<br />
<br />Luckily the instructor was nice enough to accommodate me. We spent quite a bit of time talking about what to do - but in the end we settled on a nav. At some stage, radio navigation was also mentioned, and I stupidly said something like "I'ver heard its easy". But in the end we didn't do any of that. I guess the instructor thought I was busy enough as it is, without a position fix being thrown at me.<br /><br />
Comber->Rathfriland->Clough->Comber.<br /><br />
Did my preflight prematurely, before lunch. For some reason I thought instructor said 12:30 not 13:30, doh !<br /><br />
After lunch it rained briefly so we stayed in, and chatted about options even more. But we settled back on a nav that I already planned.<br /><br />
So off we went, take off from 22 - the climbout was interesting - I managed to stay next to the runway's centreline on climb out (could see the runway on the left) - but it was quite a workout. Once over 1000ft, and fair distance away from the Scrabo Hill - the air was far more stable. Still, bumpy as hell. And wind was very strong indeed.<br /><br />
Switched over to Belfast Approach, and gave them the usual call.<br /><br />
Time, turn, and all that done. It was nice to be able to use a DI Bug on 172. Tecnam's one doesn't have it. Bummer - it makes things easier.<br /><br />
First freeda was ok. But looking around on the map and outside - I noticed my altitude keeping wasn't great. Blame it on the weather, but also plenty of bad habits on my side. I really need to concentrate on this bit more.<br /><br />
Once we were away from the D Class Belfast City airspace stub (we were flying undeneeth, below 1500ft) - I climbed up to 2000ft. But that didn't last long, I think I was up and down between 1700 and 2100. Obvious fail on a test, but this was me looking out the window. Had to be prompted few times to keep my heading too. Funny thing, this was all because I looked outside a lot. And on the chart few times. ! doh !<br /><br />
I managed to find Rathfriland fine, altho it didn't pop up Today as much as it did previous times. Perhaps it was to do with me being up at 2000ft not usual 1500. Dunno. Maybe the murky day did that. Need to fly at 2000ft or higher bit more, and get used to the different picture. So far the impression is - everything is so effin green ! Dunno what the environmentalists are all about - they need to get up some more !<br /><br />
Turned towards Clough - and made a position call, even tho controller didn't ask. The instructor then told me, he will throw a diversion at me. Closer to the Clough I was told to divert us to Ballywalter, I asked where is it - and drew a line to it. Instructor helped me with some mental calculations, giving me some options - and it was obvious to me that not having wind arrow on the chart was a mistake.<br /><br />
I was also shown how to keep the aircraft straight using just rudder pedals. For some reason this felt much safer in C172 then it did in Tecnam.<br /><br />
Once over Clough (which is easily identifiable from the air - because there's some weird steel shiny statue in the middle of it's main round about) - I turned towards Ballwalter - and in a minute or so it was obvious my wind calculations were rubbish. So correction 10 deg to left, and off we went.<br /><br />
Funny thing is, I checked 214 before leaving - 260/25, local Metars were saying 260/15, and so was SkyDemon. However the wind turned out to be even stronger then 214 have said. I was under impression that 214 is suppose to be the worse source of wind information, but in the ballpark. Oh well..<br /><br />
Ballywalters appeared very nicely in front of us, so I was given a quick debrief about number of screw ups on the way - such as maintaining altitude and what I did wrong with the diversion. I need to practice doing that mental calculation on the ground first - even more then I did in the past, and perhaps using one of these diversion spreadsheets I was given by one of my instructors.<br /><br />
Switched back to Newtownards, and was told to join overhead for 22.<br /><br />
The OHJ was ok, for once - but it started to be very busy on finals. Thermals over Ards and the Scrabo Hill make it interesting. At some stage instructor just said 'Let me know if its too much and you want me to take over'. I was obviously struggling with the approach.<br /><br />
But I decided to carry on - I knew instructor would take over if I did something stupid. Keeping the speed was very hard, gust and cross wind. I ended up bit lowish, with still a trickle of power when I attempted to flare. Took the power off, but we ballooned a bit, and landed on the left wheel first. Cross wind landing with a balloon - not recommended, but that's what happens when you got too much energy on flare. It was then that I realised that I actually preferred the stick over yoke. Just a thought.<br /><br />
There was another aircraft on finals behind us, so I exited nicely via triangle, and once he landed, checked the finals for anything - and assuring there's nobody there - taxied back to the apron.<br /><br />
The instructor asked me actually during landing, if I wanted to do few more circuits - but I had enough. Don't get me wrong, I'd love to do some challenging circuits and landings, and wasn't even close to exhaustion that I encountered at the end of few flights in the past - but I wanted to stay out of that if possible. He also asked me if I'd be happy to do some solo Today, of course with a tad of sarcasm.<br />
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Well, to be fair - if I had to land in conditions like these - I probably would, but the safety margin was very low there. It's one thing to do it by myself, but with instructor sitting by with his hands folded, and another thing to be by myself without any backup to fall onto if something goes wrong.<br /><br />
At least as far as I can remember, I've never done a nav in 172. Done one in 152 once before, and then it was Tecnam.<br /><br />
So this was one of these firsts, where workload is huge - because of new things. Good. Keeps me on my toes !.<br /><br />
Also the landing conditions were interesting.<br />Good experience overall, and glad I did it.<br /><br />
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I keep on booking for dual long cross country every weekend, but the weather doesn't want to play ball.<br />
Booked it for next week again, but they moved the fly out.<br /><br />
So I won't do it either way it seems. If the weather is crap, or if it's good. Oh well, there's always time in December…<br />
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Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-26665709976166425242013-08-13T03:39:00.002-07:002013-08-13T03:39:27.213-07:00Instrument work and PFLs<div style="font-family: Helvetica;">
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<span style="font-size: x-small;"> Solo: <b>4.6 (0.0)</b></span></div>
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<span style="font-size: x-small;"> Dual: <b>60.9 (1.8)</b></span></div>
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<span style="font-size: x-small;">Another day, another lesson. Or actually two :-) </span></div>
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<span style="font-size: x-small;">First slot of the day - we went out and did some additional instrument flying. The requirement is to do 1.0h and I've done only 0.5 so far. </span></div>
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<span style="font-size: x-small;">The instructor thrown at me all sorts of things, plus we got a chance to fly into a real cloud - to feel a difference. Could be better but with 0.5h experience flying under the hood - its hard to do better :-) Also different aircraft then last time. Same experiences tho - Trust the instruments - not what you 'feel'. </span></div>
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<span style="font-size: x-small;">Following the instrument flying - which I actually find very interesting and fun - it was time to do some PFLs. </span></div>
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<span style="font-size: x-small;"><span style="font-family: Helvetica;">I pretty much did all of them wrong - not accounting for the wind (or rather for wind from correct direction). It seems that the best way to get idea of the wind - is to idle out and look out of the window. C172 gets blown by the wind like a steel feather.</span></span><br />
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<span style="font-size: x-small;">Once I messed up two PFLs, we got back to the airfield - where I reported my position incorrectly (reported I was over Maghee island, instead of Mount Steward). Doh ! </span></div>
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<span style="font-size: x-small;">With a bit of a rain getting close - and wind, I had a go at OHJ, and PFL. Ended up waaaay to high. So go around and second attempt was much better. I felt I was way too low, but instructor told me to keep going. We ended up landing dead on actually, but I feel in a real emergency - there would be much more drag, and I'd have to aim for fields or bay - instead of the field. Basically we ended up bit far away from airfield following my go around, and I did a very shallow turn to base/finals.</span></div>
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<span style="font-size: x-small;"><span style="font-family: Helvetica;">Second slot - the only aircraft available was a C172 with G1000 (glass cockpit). I flew it only once before, ages ago. As always, the issue is - how do you go through the checklist without knowing where things are. But no bother, that's what instructors are for !. Ask instructor millions of simple questions, such as - "Where's the ball", and things are clearer :-) </span></span><br />
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<span style="font-size: x-small;">This time we did few more PFLs, they went much much better. Turns out, somehow in my mind I was picturing the circuit over field in the wrong direction (doh !). Once sorted, things were much better. </span></div>
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<span style="font-size: x-small;"><span style="font-family: Helvetica;">Back at the airfield we did one landing in a cross wind. Not perfect, but we ended up in one piece. After that, instructor asked me to take off, join base for runway 26. A runway that is seldom used for landings, and g/a are not possible (high ground behind the field, scrabo hill). Having to nail the approach (speed!) and landing, I was concentrating much harder. G1000 displays speed differently from analogue gauge (cpt. obvious), so getting used to that was bit tricky - not sure I prefere 'steam' over glass at this point, but it's just different. Needless to say, landing and approach were as good as I could make them. </span></span><br />
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<span style="font-size: x-small;">Once back at the club, I was asked to book next slot for dual long cross country - so we're back to the same point I was in before CM's accident. Only few hundred quid later…</span></div>
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<span style="font-size: x-small;">I might need to cancel few lessons in the future tho - as I might be moving places, perhaps even doing next contract in England. This is going to get interesting :-|</span></div>
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<span style="font-size: x-small;">The score so far: </span></div>
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<span style="font-size: x-small;"> Solo: <b>4.6</b></span></div>
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<span style="font-size: x-small;"> Dual: <b>60.9</b></span></div>
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Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-26519775097969222872013-08-04T05:01:00.002-07:002013-08-04T05:02:10.207-07:00More Circuits and First solo in C172<h2>
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During briefing, we discussed different types of circuits in C172, flap-less, glide, go-around, powerplant failure after take off, etc. </div>
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Did my preflight nicely, very confident about things I should be looking for. This is mainly due to the fact, that I asked my instructor day before to do one with me - instead of just going on bravely on my own and spending 30 minutes looking for everything. </div>
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The airfield seemed busy in the morning, but most people just departed away - so for first few circuits - we were the only aircraft in the circuit. </div>
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First circuit was uneventful, on the climb-out from the second, instructor pulled the power on me - and walked me through the procedure as I was doing it myself. The only criticism there was the bank angle, I should keep it to really minimal if engine did indeed quit on me, and land straight ahead. </div>
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Next few circuits were flap-less, with more or less success. The wind was strong 100ft+ above the runway, with virtually no wind on the ground, which made for tricky landings - as close to the ground indicated speed would all of the sudden drop below required. Also C172 doesn't seem to be so bad in terms of gliding abilities (albeit with milling prop and no flaps to drag us down). Few go arounds, thrown in for practice - when we were too high. </div>
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Another thing dully noted, on touch-and-go, it is necessary to wait for flaps to go up all the way. Otherwise, there's bit of a asymmetric tendency there in controls, and aircraft starts to lift off too early. </div>
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At the end of the last circuit, instructor asked me if I'd be happy to do one solo - the answer was obvious :-) </div>
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I felt ok, this time I was ahead of the aircraft most the times. So decided to give it a go. "It will give you a bit of a confidence boost too!" - well, that's a good remark :-) </div>
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Since my balance on the account is down to 0 now, every bit of confidence boost helps. </div>
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I had to wait a bit to get airborne, quite few aircraft backtracking, on finals, or wanting to go up again in front of me. </div>
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But once sorted, off we went. Going solo, one thing I noticed even more - is that I have this habit from flying Tecnams to use rudder at the same time I use aerlierons. </div>
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That doesn't work in C172. The committee behind yoke has to make the decision to turn first, and then you gradually have to add more rudder into the turn. I'll get that with practice. </div>
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Landing was rather nice. I did watch my speed, made small changes, and waited for aircraft to settle before trimming or doing any further adjustments. Of course that's much different from Tecnam which basically does what you told it to - straight away. </div>
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Landing was pretty nice, I was too slow closer to the ground - but that was down to the same issue with the wind I noticed before. </div>
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One thing I registered and learned Today - is that you have to resist the temptation to push the nose down when you're already too fast, and you think you're too high. </div>
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Turns out, actually sorting out the speed (yoke aft) will actually sort out the height too - and get you down nicely. </div>
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All in all, very enjoyable 1.2h (out of which 0.3 were solo, mostly due to the wait on the apron). </div>
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This went quicker then I thought. I was given this sort of a Hobson's choice by CFI Yesterday - thinking it will take me another 5-6h before I go solo. But there you go, I was wrong. Of course there's still bit work to be done before I can do my QXC, but maybe not as much as I thought. </div>
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One happy, albeit completely broke, Greg. </div>
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Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-27456680703474345462013-08-03T06:04:00.003-07:002013-08-04T10:04:48.054-07:00Navs, PFLS, and other fun stuff. <h2>
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For the past few months, I've been rather quiet. </div>
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No point in reporting on one of millions of navs, trying to master the art of flying and navigating visually is initially challenging. </div>
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Once instructors were happy with my progress, I was sent on a solo nav to Tandregee , Ballynahinch and back to Comber and Newtownards. </div>
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For some reason, I was very nervous during the whole thing - hoping I won't get uncertain of my position. The day was a bit hazy, albeit not a cloud in the sky. </div>
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Climbed off to Comber, and - despite everyone saying I won't get it, getting zone transit over Southern Belfast zone. I turned onto my first leg - towards Tandregee. Not even a minute went past, and controller asked me to track towards Lisburn and 'expedite' (meaning, give it all you got mate). </div>
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I happily obliged. After all, when in the zone do what the controllers tell you to do. </div>
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Reported south of Lisburn, at which stage controller asked me to resume navigation. Funny.. Lisburn was way off my track anyway, so all my calculations, and ETAs were out of the window. Did some mental calc, and decided to correct for Tandregee. </div>
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Then I was asked to switch to Aldergrove, who were very very busy. By the time I could squeeze word in - I was already closer to portadown. One correction, and back on track again. </div>
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When I got closer to Tandregee, I noticed some traffic below me - and silly as I am sometimes, requested from Aldergrove altitude change. To which he responded, 'you are in the uncontrolled airspace, change altitude at your own discretion' . Doh, I got so used to asking for altitude change… </div>
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There's a microlight site close to my turning point, hence the traffic. I decided to go up to 2500 ft, to avoid any possible risk of running into those guys. Microlight drivers have a tendency to not use radio too much and I wasn't even close to their ATZ, so decided not to switch frequencies. </div>
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I ended up bit north of my target, and had to do few orbits around to make sure this is indeed Tandregee. As I looked afterwards on the GPS track - it turns out I went a bit south and back north again, whilst trying to look around to confirm where Tandregee is. Also, even tho I've been there few times already - picture is far different when you're up 1000ft higher then usual. </div>
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The return leg towards Ballynahinch was rather uneventful, bar maybe issues I always seem to have with wondering compass and DI getting misaligned a lot. In moments of doubt I'd use some local knowledge mixed with experience , i.e. knowing where I should see Mourne mountains. </div>
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Landing straight in on long finals, 'no known traffic to effect', runway 04, and that's it. Solo nav done. </div>
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This was then followed by few lessons on PFLs, which are much harder to grasp then I imagined. I mean, nothing's easy when it comes to flying - but the temptation to look ahead and flight straight into a field was very strong in this one.</div>
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Once that got sorted, I went and did the instrument flight with my instructor. It was a serious hard work really. Again, not something I expected. I spent quite a long time in my youth playing games, and I'm not so bad in the whole hand-visual coordination business. But it's completely different when your brain tells you something, your instrument tell you different thing, and then you are trying to ignore brain and go with instruments. </div>
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The instructor was nice enough, to let me do more then just two 180 deg turns required on the skills test. It was pretty cool - taking off the 'hat' and being already on base leg :-) </div>
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Next exciting item - low level nav. Basically - making sure you'd be able to find somewhere to land precautionary in case clouds got bit low. So that's exactly what we trained. First a nav at 600-700ft agl, following roads. I cocked up one of the roads, as some junctions are not depicted on charts. So I ended up following A road, which I thought was a B road - coming out of a town, towards another town. What was missing on the chart, was the fact that there's a junction, and the road I wanted to follow goes in slightly different direction. </div>
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The temptation was to confirm visually what I saw with the chart - but things weren't just lining up. The forest was too small, the town was a village. Nah, wrong place. Looked around, and instructor confirmed that we're indeed south of my intended destination. Lesson learned. </div>
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We then went over the loch, and did practice precautionary landings on a wee island in the middle of nowhere - in respect of rule 5. </div>
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Going back over water far lower then usual was pretty cool too. </div>
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Instructor then asked me to prepare for dual long cross country next. Which I did. Two cancellations, due to weather, and then an accident happened. One of the Tecnams had an engine failure on finals, and both Tecnams at the club got grounded. </div>
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So now, picking up afterwards - I decided to switch over to C172. There's 3 of those in the club, and as far as I know - there never has been any engine failure in the air on any of the club aircraft. </div>
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Scary thing is, the accident aircraft (G-UFCM) is the aircraft I did virtually all of my Tecnam solo flying in. It already had one engine failure previously (but on the ground). I'm eagerly awaiting the accident report (still probably quite few months away). </div>
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I flew C172 few times in the past - but it was in my early stages, and I never had a chance to land it. </div>
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So just to give me a bit of workout, first lesson was circuits. Since I had many hours already in C152, high wing was no stranger to me. But I forgot how massive the cockpit is, by comparison to Tecnam or C152 indeed. Took me also quite some time to find out all the knobs switches and cocks. As expected, things are different, bar the sixpack. </div>
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We did 3 circuits, and called it a day. Instructor complimented on my landings, but I'm not sure I did so well. I felt I was behind the aircraft most times. It's totally different beast from Tecnams. Massive engine, climbs like a jet, outside pic is totally different. Hard work in the circuit, but all manageable.</div>
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Today I arrived to the club thinking that maybe I should go in Tecnam again (the other one got a green light), but instructors suggested I should stick to C172. This will cost me even more in hours (I'm already way past the required 35 dual), but I was hoping to switch to Cessna after the PPL anyway. </div>
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We did some basic handing, I was asked to climb, descent, turn, all the usual stuff. Then we did few stalls, which was surprisingly unexciting. By comparison, Tecnam feels like a racing car when you throw anything at it. C172, is very slow to respond to some inputs, almost like if there was a committee behind it voting each time if aircraft should or shouldn't react to the input. </div>
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Day was gusty, and the wind picked up towards the end. Flying the base leg, I could literally see the wind blowing us away from the airfield. On few occasions I had to use quite a bit of aerlieron to keep us level, and speed of reaction wasn't anywhere close to that of Tecnam. </div>
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For the landing, instructor took over - as the wind was quite strong, and not always right down the runway. </div>
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All in all, pretty nice day, and I'm starting to get some handle on C172. </div>
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Because of the power, it needs trimmed far more often. And also trimming technique is much different. For instance, one must resist temptation to trim it in high power configuration, as the input force required afterwards - once power is reduced would be quite substantial. </div>
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Next lesson tomorrow, some circuits. I hope I'll be able to go back on track, as soon as I get some solo circuits done. </div>
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My current contract is coming to an end (waiting on, unlikely second extension on it). So my progress will also depend on me getting another contract in NI, or whether I'll have to move back to England. Will see :-) Move to England would certainly be nice but that would make me stop flying for next few months completely, until I settle down in a new place. </div>
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Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-84177109395112316432013-06-09T07:08:00.000-07:002013-06-09T07:08:57.504-07:00Couple navs so farTaking advantage of the brilliant weather we have for a week or so now in Northern Ireland, I started doing more navs (one route in particular).<br />
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It became obvious to me that there's a lot I need to learn. Or rather, it becomes more obvious that I know nothing (ask me how I know).<br />
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It seems I'll have to put in a lot of work to approach any acceptable levels there. Things that went well, I'll have to make sure I'm consistently good at, not just sometimes.<br />
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I never claimed that I'm brilliant at flying, I'm just a student. So I won't bore you for now with each and every lesson, no point in writing how s**t I am at everything - besides, some people seem to get the wrong idea that I'm good at things which is why I write about it. I'm not, I'm just a student trying to learn how to fly well, and share some joys of it on the way.<br />
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I'll write up an update if/when something exciting and worth noting comes up (like a next solo cross country nav).<br />
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<br />Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-33006168062812942542013-06-03T14:34:00.005-07:002013-06-09T07:12:29.698-07:00Lesson 44<br />
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Lesson: 44</h1>
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02/06/2013<br />
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<li>Lessons time: dual - 0.0h, solo - 0.7h !</li>
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<li>Total time: 41.4h (3.3h solo)</li>
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<li>Location: EGAD</li>
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<li>Aircraft: G-UFCM (Tecnam 2002JF)</li>
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I wasn't sure if he was joking yesterday or not - about the solo. But I did prepare everything best I could, even created my own plog table - that would fit my kneepad and give me all info where I needed it to be.<br />
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I arrived well ahead of time, impatiently awaiting the verdict. I wanted to go and fly this one solo, but on the other hand - I couldn't believe that anyone would let me. I'm guessing I was told that the weather isn't good for solo way too many times already.<br />
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But it turned out, it was solo time for me. Instructor went through all my planning meticulously - making sure I did everything correctly. I got few words of advice and caution (which I won't repeat here :P ). And off I went.<br />
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I took the time, making myself comfortable in the aircraft, doing all the preflights, etc.<br />
My biggest fear was the radio. Everything else I knew I could handle (or so I thought...).<br />
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So off I went, once overhead comber - I switched over to Belfast, on the initial call you have to give them quite few pieces of information and whilst you recite all of it - it feels like a lot.<br />
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Then turned towards Bishops Court - and off I went. I was quite nervous a minute before the estimated time over Bishops court. But minute later there it was. Slight correction, but I could see it clearly.<br />
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Calculated my next leg's ETA, but I managed to cock up radio call there. Had to used the magic phrase 'correction'. 'Report Hillsborough', he responded - and off I went.<br />
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After the turn - this was the moment of truth. Heading, and time. During that leg, I noticed that my heading was drifting a bit from time to time. Had to align DI twice.<br />
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Once I was overhead - what I thought was - Ballynahinch - I asked for zone transit, which was granted to me nicely. 'Report Hillsborough' voice said on the radio again. 'Zone transit approved, wilco Student G-UFCM' - I replied.<br />
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Picture ahead didn't make much sense, but I was on the heading - and there was a quarry underneath.<br />
It was time to check where I was - and it was obvious I was on the Northern side of Lisburn. Doh!. Quick call to Belfast City, where I managed to say I'm south of Lisburn, only to correct myself straight away, and I decided to turn back to Comber.<br />
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This time DI was way out (it always seems to be doing that on that turn !) - so after aligning it with compass - off I went. My estimated time was of course off - because I was closer to Comber then if I was to fly there from Hillsborough - but that's ok. At least I knew exactly where I was.<br />
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Time to join the circuit downwind - and land this thing.<br />
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Landing was pretty neat, bit high on approach - but I didn't wanted to fly too low over the town. This time I extended flaps in 3 stages.<br />
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I shut her down, and took out my phone - it was recording the gps track. I was interested to see how much off the track I was. Turned out, quite a fair bit :/<br />
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One thing for sure, I'll be much more precise at flying next time.<br />
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In the club, I was greeted by instructor - who to my story about being a bit off course replied "I've heard your RT was really good". That was a nice compliment.<br />
Indeed, turned out that the Controller from Belfast City phoned in to inform them that my RT was 'Well above standard'. He made my day ! (and the fact that I did the solo nav was also uplifting on its own).<br />
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Here's a complimentary GPS track:<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiYa3e-llrZR6ph72z3xyyIVumjmKuS7uSxSKiP9QVasW-CuEsfE223XIoy5P8pPiXrk3lGEX4m6tFXDmNbAlZxJdR9SMN8AF6dcL5SuxGSJmzmBxSZYZaqSxxLxVO5UHbmhQ8V_Xajw-w/s1600/Screen+Shot+2013-06-03+at+22.13.14.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiYa3e-llrZR6ph72z3xyyIVumjmKuS7uSxSKiP9QVasW-CuEsfE223XIoy5P8pPiXrk3lGEX4m6tFXDmNbAlZxJdR9SMN8AF6dcL5SuxGSJmzmBxSZYZaqSxxLxVO5UHbmhQ8V_Xajw-w/s320/Screen+Shot+2013-06-03+at+22.13.14.png" width="319" /></a></div>
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And the message from the Controller:<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgX89bi26NIc59_3jEuKNf7FhCsJZZgp_DhWnCx0OB9u0bbu_rUrsjJzXQRNq_hWnTQDnYWziWmdBMSrySfcWwQ28akcpluB28QLKJUQRymbUhQoAR5vWGqU7JdAg5eA5cMiEu8X9qZlu4/s1600/IMG_3035+-+Version+2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgX89bi26NIc59_3jEuKNf7FhCsJZZgp_DhWnCx0OB9u0bbu_rUrsjJzXQRNq_hWnTQDnYWziWmdBMSrySfcWwQ28akcpluB28QLKJUQRymbUhQoAR5vWGqU7JdAg5eA5cMiEu8X9qZlu4/s320/IMG_3035+-+Version+2.jpg" width="312" /></a></div>
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:-)<br />
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<li>Route: EGAD->Comber->Bishops court->Hillsborough->Comber->EGAD</li>
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<li>Milestones: Cross Country Nav in Tecnam SOLO!</li>
<br />
<li>Exercises covered: Ex.18A (solo)</li>
</ul>
<ul>
<li>Weather: Bit gusty, clouds at about 2500ft, lower in few places, great visibility</li>
</ul>
<div>
<br /></div>
<div>
<br /></div>
<div>
</div>
Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-22001671981266099392013-06-03T14:00:00.003-07:002013-06-03T14:00:48.806-07:00Lesson: 43<br />
<br />
<h1>
Lesson: 43</h1>
<br />
01/06/2013<br />
<ul><br />
<li>Lessons time: dual - 0.9h, solo - none</li>
<br />
<li>Total time: 41.4h (2.6h solo)</li>
<br />
<li>Location: EGAD</li>
<br />
<li>Aircraft: G-UFCM (Tecnam 2002JF)</li>
</ul>
<div>
</div>
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<br />
<div class="MsoNormal">
<span lang="EN-US">One of instructors
suggested earlier that I shouldn't really worry about doing the solo circuits
to get full 3h solo, but rather plough ahead and move on to cross country navs.
The idea of 3h solo is to get students to learn how to land the thing properly.
Suffice to say, I did it a lot already (at least in comparison to an average student
:P). <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">So I haven't planned any
navs from start to finish by myself in ages (the fly out planning was done with
help of other students and the instructor). Took few hours to read the chapters
on planning again, and reminded myself how to use the 'flight computer'.
Confident that I did it right this time - it was time to go to the club and
face the music. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">That day was a bit gusty,
with winds changing directions few time - as reported to me by a fellow
student. Oddly enough, earlier that day - he was flying the opposite direction
on the runway. That's how crazy winds were. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Well, instructor came back
from the previous flight - I have flown with this particular person before, but
it was quite some time ago. I like this particular instructor - so it was good
to be able to fly with him. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">He scanned quickly through
my plan - saying, "Well, we'll see if it works". He also had an
aviation GPS with him - to verify my route - in case I got lost. Although, I'm
sure he did this particular nav many times.<o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">We packed ourselves in, and
away we went. Since I was bit overwhelmed with things - I asked instructor
handle the radio. Especially since I usually feel bit more under pressure to do
things quickly when there's instructor on board. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Overhead Comber, instructor
made call to the Belfast City approach, and I tried to decide which way to turn
to the heading. I put my kneepad on the left leg - and that was a big mistake.
Also, the plog I had was way too fiddly and complicated. But hey - that's the
way you learn. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">But that’s enough of ranting;
time to get on with flying. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">First leg made me nervous
(what if this doesn't work, etc.). I wasn't sure on which side of the
Strangford Lough I should expect my checkpoint to pop up. Instructor took away
my chart - asking me to simply fly the heading for the expected time. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">From the memory, the coastline
looked much smoother on the chart then in reality - but it was really nice to
see different sort of views from the airport area. So we ploughed on, getting a
bit lower due to the cloud overhead. And as expected after few minutes, there
it was - Bishops Court Track. An old airfield turned into racing circuit. It is
really astonishing how much of the old outlines of buildings and runways you
can still pick up from the above. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Previous instructor was
asking me to fly through the checkpoint, and loop around and then turn again
towards my new heading. This time I was asked to just turn on the heading
without any extra complication. This next one is the longest of the legs and
also one where we need to request zone transit. Hillsborough is in the approach
zone of the Belfast City airport. Again, I set the heading, calculated the
times - and off we went. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Because that leg is long,
and because there aren't' that many obvious features to check on (especially if
your instructor took your chart :P) - I was trying to make sense of what I see.
But again, idea is to fly the heading for the calculated time. Surprisingly -
we actually ended up eventually overhead Hillsborough without any major
corrections. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Overhead Hillsborough we
were asked to report Finnaghy (to let controller know, that we will be leaving
the zone soon), so off we went. This leg was easy - as you can see the Scrabo
Tower on the hill, and there are no similar hills in the area - can't mistake
this one for something else. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Once overhead Comber, we
switched over to Ards frequency and I setup aircraft for landing.<o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Trying to do things in my
own way and at my own pace, instructor just said 'this will be interesting'.<o:p></o:p></span></div>
<div class="MsoNormal">
<span lang="EN-US">Apparently I did a pretty
nice job and landing was probably best one ever. Smooth as a feather!<o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">This particular instructor
prefers to apply flaps in 3 stages. 'T/O', 'landing drag', 'Full'. I usually
would set the 'T/O' stage first, let it slow down, and then apply full one on
finals. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">So taking that into account,
and the fact that we didn't loose speed when the instructor was expecting to -
his reaction was 'this will be interesting'. I'm always happy when instructors
are letting me to do things my own way anyway. I love that. Of course, I
learned that there's better way - it is of course different when you fly a nav,
to just circuit flying. In circuits you are doing it over and over again. But
here you have to switch to the 'approach/landing' frame of mind, after a long
nav. <o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">On the ground, I was told
to plan it for tomorrow - I'm to fly it solo. I seriously thought the guy was
kidding, but.. Well. That's another lesson ;)<span style="font-size: 16pt;"><o:p></o:p></span></span></div>
<!--EndFragment--></div>
<div>
<br /></div>
<ul><br />
<li>Route: EGAD->Comber->Bishops court->Hillsborough->Comber->EGAD</li>
<br />
<li>Milestones: Cross Country Nav in Tecnam</li>
<br />
<li>Exercises covered: Ex.18A</li>
</ul>
<ul>
<li>Weather: Bit gusty, showers in vicinity, few storm clouds at about 2100 ft, great visibility</li>
</ul>
<div>
<br /></div>
<div>
<br /></div>
<div>
<br /></div>
Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-53354816047919925442013-06-03T12:57:00.002-07:002013-06-03T12:58:18.063-07:00Lesson 42<br />
<br />
<br />
<h1>
<a href="http://yetanotherpplblog.files.wordpress.com/2011/03/flapless_circuit_19thmarch2011.png"><br /></a>Lesson: 42</h1>
<br />
05/05/2013<br />
<ul><br />
<li>Lessons time: dual - 0.7h, solo - none</li>
<br />
<li>Total time: 40.5h (2.6h solo)</li>
<br />
<li>Location: EGAD</li>
<br />
<li>Aircraft: G-UFCM (Tecnam 2002JF)</li>
</ul>
<div>
<div>
Had a bit of a break (again). This time, this was due to technical issues with aircraft, and weather. Very frustrating for me, and everyone else in the club - but safety's the priority. </div>
<div>
Because of the gap, the instructor decided that we should go for 'un-rusting' general handling exercises. </div>
<div>
Nothing fancy, we went straight out of the circuit (RWY 22 take off), and switched over to the Belfast City. I let instructor handle the radios, as I wasn't sure what we are be doing. </div>
<div>
<br /></div>
<div>
Just the usual, turns, climb and descent, that sort of thing. Was useful to know that I still can remember most of that. </div>
<div>
<br /></div>
<div>
I was disappointed that I couldn't just do my remaining 0.4h solo - but on the other hand, with the gap - I think I wasn't really expecting to do that. </div>
<div>
<br /></div>
<div>
On the way back we did one or two circuits, and that was that. </div>
<div>
<br /></div>
<div>
Nothing exciting really. </div>
</div>
<div>
<br /></div>
<ul><br />
<li>Route: Over peninsula</li>
<br />
<li>Milestones: none</li>
<br />
<li>Exercises covered: General handling</li>
</ul>
<ul>
<li>Weather: Pretty good, bit of a gust. Cloud at about 2500ft. </li>
</ul>
<div>
<br /></div>
<div>
<br /></div>
<div>
<br /></div>
<div>
</div>
Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-19096185992966357912013-01-09T15:37:00.003-08:002013-01-09T15:37:58.324-08:00Lesson 41 - Solo time baby<br />
<br />
<br />
<h1>
Lesson: 41</h1>
<br />
09/01/2013<br />
<ul><br />
<li>Lessons time: dual - 0.7h, solo - 1.5h</li>
<br />
<li>Total time: 39.8h (2.6h solo)</li>
<br />
<li>Location: EGAD</li>
<br />
<li>Aircraft: G-UFCM (Tecnam 2002JF)</li>
</ul>
<div>
I was hoping for a nice weather Today. And there it was :-) Bit nippy, but still, clear skies, little wind.<br />
Got greeted by the instructor for the day, who was very happy to take me out for few circuits "and then we will see".<br />
I stopped flying for two reasons, money and frustration. I was doing circuits with instructors for hours, not being able to do solo consolidation. Part of it, was the fact that I couldn't afford more then 2-3 hours a month. And flying after 2-3 week break each time is not ideal. This time, I'm spending more money hoping I'll get more done. And so far (apart from few little things) it's better. Anyway..<br />
<br />
Went up with the instructor, runway 04 right hand circuits (bit of a wind was favouring that runway in the morning). This was my first lesson this year, so the first circuit was a warm up. I ended up too high, too tight (quite visible from the gps track). As a consequence, I had to go around twice. Each time extending the downwind a bit more. What seemed like a good turning point in 152, didn't seem to work in Tecnam for some reason. Altho, I'm sure experienced pilot would be able to fly it - I'm not one.<br />
<br />
I was asked to do a glide one too. The aircraft seemed to glide forever. But that's ok. I suppose it's better for it to glide further in case engine stops, then not!<br />
<br />
I won't bore you with the usual stuff. At this stage I wrote about circuits more then one should anyway.<br />
Suffice to say, about 40 minutes in I was asked to make it full stop and taxi to the apron.<br />
Here's the difference from 152. In 152, instructor was just able to pop out and let me loose like that. In Tecnam, because of the way you get into it (leading edge of the wing), you have to stop the engine. Like the instructor said, no one fancies to be minced. I fully agree :-)<br />
<br />
So I had a chance to do an engine start up on my own too !. Cool.<br />
Taxied all the way through triangle, did power checks (by myself!) and off I went. It was bit bumpy over Newtownards sometimes, so I kept speed on the plus side and tried making gentler turns to crosswind. The guy flying in front of me, in PA28 was flying quite a long crosswind and downwind. So I had to follow his steps. That also gave me bit more time to reflect on my situation. Solo again. Yay. By the 3rd circuit novelty wore off, and I had to pinch myself back into focus. I suppose, that's one of the reasons we're let loose to do solo!<br />
All in all, I think I did pretty well. After few circuits it was time to go back. First part 0.7h solo in Tecnam done :D Instructor offered me to do more circuits in an hour or two (after lunch and when aircraft is back). Offer I couldn't refuse of course :-)<br />
<br />
Had lunch, etc. I was suppose to have RT lesson, but the guy I'm doing it with - advised me to take the opportunity to fly if one arises, we can do RT anytime - he said.<br />
<br />
Once the Tecnam was back from another lesson, I asked if I could take it now, and was given permission to do few more circuits solo. Yay.<br />
<br />
So off I went. This time favoured runway was 22. Again, done everything from start to finish by myself. Which was a nice feeling. 22 takes you over the loch, and then you end up on base and finals over the city. So bumps now happened there.<br />
<br />
For about half the time I had C172 in front doing circuits. So I had to follow his lead. Again, quite large circuits from what I would usually do. But ok, again, more time to do things.<br />
<br />
After 3-4 circuits C172 stopped flying and I was alone in the circuit. I decided to have few more, it felt like I'm getting enough of this fun for Today. Around the same time, I did another thing on my own (I know, sounds silly). Made the decision to change tanks, from left to right. <br />
I made few mistakes, such as ending up too low over the city once (followed by two high approaches), or forgetting to retract flaps at 300ft (only spotted that mistake bit later :/ ). Forgot to call finals once or twice too. So it was time to make this one a full stop. <br />
<br />
I thought I'd never say that, but I felt towards the end, despite few little things - like I'm having enough of circuits. There's more to PPL course then just flying circuits. As much as I do understand the importance of practicing approaches and landings, I hope to move on to navigation exercises soon (navex's for short). Still have to do 0.4h solo, let's hope I'll be able to do that on Friday (weather permitting of course). And few more with instructor of course, to see if I started developing any nasty solo habits ;)<br />
<br />
All in all very good day!<br />
<br />
Quite busy. It's good that I'm self employed now. Being able to fit work around my life, is really a good thing. Spent pretty much whole day (10am till about 8pm) in the club!<br />
<br />
Per usual, gps traces:<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg62LBiFQcq2Is_-DEExsUQRerEvKXiNC0TyxN9gX-n27rtAks5De9CrL08VnBQWSwmPsSImHDp3gdQ_VfeYbAQF7h2FD8S1H-4lVZ8H9l0X4yUbvXNac6263MsCSVPLlvK4YxXn4n08gw/s1600/Screen+Shot+2013-01-09+at+12.41.39.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="" border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg62LBiFQcq2Is_-DEExsUQRerEvKXiNC0TyxN9gX-n27rtAks5De9CrL08VnBQWSwmPsSImHDp3gdQ_VfeYbAQF7h2FD8S1H-4lVZ8H9l0X4yUbvXNac6263MsCSVPLlvK4YxXn4n08gw/s400/Screen+Shot+2013-01-09+at+12.41.39.png" title="Morning flying" width="400" /></a></div>
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhG05DkU7XgWkQHiwvtLpxR3k3yRqVGqVeYYRY9R0p4b523awCksiEI2z8Z_xgjn7c521WXaMVU2zf3Typl5Wr-EZW5aGmskyy1gWNqv-R8uuSth4qV62XTjlwbBbUWDkoQbQw9tp8sR7A/s1600/Screen+Shot+2013-01-09+at+16.02.27.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img alt="" border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhG05DkU7XgWkQHiwvtLpxR3k3yRqVGqVeYYRY9R0p4b523awCksiEI2z8Z_xgjn7c521WXaMVU2zf3Typl5Wr-EZW5aGmskyy1gWNqv-R8uuSth4qV62XTjlwbBbUWDkoQbQw9tp8sR7A/s400/Screen+Shot+2013-01-09+at+16.02.27.png" title="Afternoon flying" width="395" /></a></div>
<br />
<br /></div>
<ul>
<li>Route: burning holes in the sky</li>
<br />
<li>Milestones: Solo in Tecnam !</li>
<br />
<li>Exercises covered: 12,13, solo circuits</li>
<br />
<li>Weather: quite calm for NI. Bit nippy in the morning, bit warmer later</li>
</ul>
<div>
</div>
Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0tag:blogger.com,1999:blog-5271768627497604972.post-73074404693651401792012-12-29T04:01:00.001-08:002012-12-29T14:27:09.579-08:00Lesson 40 (yes, 40..)<b><span style="font-size: x-large;">Lesson 40</span></b><br />
<br />
<br />
29/XII/2012<br />
<ul><br />
<li>Lessons time: dual - 0.6h, solo - none</li>
<br />
<li>Total time: 37.6h (1.1h solo)</li>
<br />
<li>Route: EGAD , RWY 22</li>
<br />
<li>Aircraft: G-UFCL (Tecnam 2002JF)</li>
</ul>
<div>
<br />
It looked this morning as if I won't be able to fly Today. But often times weather in Belfast and Newtownards are two different beasts. It was raining in the morning, but managed to clear out when I went out the house.<br />
<br />
It seemed clear enough when I got to the club. But turned out to be rather windy.<br />
<br />
We went off to do circuits Today (again, ..). I knew wind was strong, but it was also pretty gusty. I was told to keep the speed on climb out a bit higher, just to keep it safe. Still, climb out was a workout (usually isn't).<br />
<br />
First circuit happened rather fast. Before I knew it I was way over the point I should have turned base. Tailwind. Some of these things are so obvious, but when you think about everything you do in the aircraft - it's sometimes hard to be thinking about these simple things, such as - your downwind ground speed is going to be higher when there's strong wind. Or that you actually have to allow for wind on the crosswind leg. So the first circuit reminded me of that very much so. Learning something, yay.<br />
<br />
Landing was okish, if you don't count the wind. It went through my mind on finals, that for a simple circuits I was quite busy keeping it relatively in the right attitude.<br />
<br />
Next circuit I allowed for cross-wind, on the crosswind leg (duh), which also made the downwind more manageable. Altho by the time I went to do my downwind call, I was already quite far away.<br />
On finals to the second one, instructor asked me if I would like to make the next one full stop - no point in fighting through the wind here. It's like he just read my mind :-) .<br />
<br />
Last circuit was flap-less. so 70 knots instead of 65.<br />
Finals felt bit different of course, quite different attitude. That also meant that I flared too early and I did a bit of a bounce on landing there.<br />
<br />
All in all, enjoyable 0.6h. Quite a workout tho :-) My only thought was, Imagine landing like that after 2h of cross country flight. All of the sudden everything starts to happen really fast and so on.<br />
<br />
A chat at the end in the club, reminded me that I really need to get some progress here. I've been doing circuits for ... goodness knows how long. I do really enjoy this, don't get me wrong - but some progress is required.<br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVpSwLDioWMFJGtL-GxpqOXxCvg2RIEChZCP9Ru7zLxkBl-IY_BXHYKTRbzPTfBJ9K2CF0k3veX6W-kfktdM4goDGmqVeQlKdJxsMCupUXXPn2WuYejNrEP934A9q6_UiEdquiKvMLEEE/s1600/Screen+Shot+2012-12-29+at+11.58.27.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVpSwLDioWMFJGtL-GxpqOXxCvg2RIEChZCP9Ru7zLxkBl-IY_BXHYKTRbzPTfBJ9K2CF0k3veX6W-kfktdM4goDGmqVeQlKdJxsMCupUXXPn2WuYejNrEP934A9q6_UiEdquiKvMLEEE/s640/Screen+Shot+2012-12-29+at+11.58.27.png" width="640" /></a></div>
<br /></div>
<ul>
<li>Milestones: flap-less landing in Tecnam</li>
<br />
<li>Exercises covered: 12/13</li>
<br />
<li>Weather: Quite windy, gusty</li>
</ul>
Greg Jaskiewiczhttp://www.blogger.com/profile/01582040055358451515noreply@blogger.com0