Lesson 9, short guide to how not to do stalling exercises ..

Lesson: 9

28/III/2010

• Lesson time: 0.8h


• Total time: 7.7h


• Location: EGAD


• Aircraft: G-BNKR (C152)

Funny, I thought my booking on 21th was the last one this month. Only yesterday did Kate reminded me about Today's booking. Week ago I wasn't able to fly, cos I was away down South (in the county Cork area).

I woke up around 7:00, only to find out, that actually it is 8:00, and I gotta make it fast, since I was suppose to be at the club before 9:00. Obviously, I was late (9:10-ish). There was no need for any long briefing, Anthony just told me that we are going to try the stalling with 20 and 30 degrees of flaps.

The difference there, is that when recovering from stall with flaps, you need to raise them in stages. With 20 deg, drop the nose first, to recover airspeed, than full power and carb heat off (in C152, C172 don't suffer from this problem, no carb heat required/available). As soon as you get 65 knts, and positive rate of climb, lower flaps to 10 deg, and repeat the procedure until no flaps are set.

With 30 deg, procedure is the same, except that you raise flaps from 30 to 20 deg right after applying power, before positive rate of climb is established. Probably , because the 30 deg of flaps introduce hell of a drag, and you would not ever get higher with it on.

Sounded pretty simple, so I went over to check the aircraft. Noticed strange rudder cable rattling, basically it just hits the big can the aircraft is from inside. Probably the cable is going to snap off sometime in the near future. Good that this C152 is having its annual in few days. Anyways, Anthony who was trained on the aircraft, seems to know it inside out, and said not to worry about it.

Before we hopped in, Anthony decided to turn the aircraft slightly. It was so close to some utilities. It was funny to see, how easily this is done with C152. Basically a single fella can drag it around and turn it. He basically pushed down the elevator, and turned aircraft around. Like a toy.. :)

Anyway, I got in, did my checklist. Pretty surprised, after flying in C172 on how short it is. I wasn't too shy on my radio calls Today, and did much better taxing it to rwy 22 hold, and than along the runway it self. As soon as I left the corner after rwy 22 hold, Anthony told me to go for it, and take off.

Pushed the power all the way, and I noticed that aircraft started to shake. Anthony just said 'lift the front wheel', and that helped. As soon as I rotated, and we went up, we got blown away to the right. So I still have to learn how to do proper cross wind take off. On top of that, when it is really gusty around EGAD, due to the near by hills (scrabo), winds can actually push you down sometimes. It happen to me on the climb out, I actually managed to nearly stall the aircraft for few seconds.

It has been a while, and I couldn't help but notice that things in C152 happen slowly. Well, slower than in C172, for sure.

My climb to 1000 ft, than 2500, and than 3400 wasn't the best one I ever did. Probably the worse one, but I thought this is just because I haven't flown C152 for past two lessons.

During climb, Anthony reminded me to level off, and do proper lookout every 500ft. Damn, when will I ever learn!.

Off I went to 3400, Anthony demonstrated me stall recovery with 20 deg flaps. Twice. And I failed to do it properly, seriously, I was rubbish. I think of all my 5-6 attempts, maybe one was close to good. But was obviously way to slow. Anthony was very patient with me, and let me retry it number and number of times.

But obviously the time was running out. So he decided to show me 30 deg one, and let me try it too. Rubbish again. Slightly better, but still miles away.

Afterwards, we started to head back. Anthony did a very rapid descent, and speed building. Seriously, outside of any of my skills :) Around 1400, he said to descend to 1000, and maintain the high speed, cos we want to land before lunch. Kidding, but seriously, I felt he was probably late for something already, and wanted to get there quicker.

He went through landing configuration with me, and allowed me to do extended base (joining traffic patter), and finals, and than land!.

I have to say, as soon as we got below 1500 ft, it was quite gusty. It started to be even worse on the finals. Not only I was doing my second landing in my life. But I also was doing it in the cross wind, and quite a shear. Oh dear, I thought. He must be nuts, not only he wants to land on time, but probably in one piece, and yet he decided to let me have a go. All in all, I did everything quite good, including keeping us aligned ,.. well, more or less. Before the flare (final stage, when you let power go, and touch down), I managed to not let the wind get me off the centre of the runway. Good, I thought, what now.. Anthony just said, pull the power. all the way. I thought, he is mad. So I did it, not very rapidly, rather gently. Slam, that was probably the worse flare ever. I honestly thought, we just did fell from the skies 10-20ft, and slammed onto the ground. Only afterwards, he reminded me, that whilst pulling the power, I should have been raising the nose slightly (by easing on the control column). Oh well. It wasn't too bad anyway, I got as down. God knows, how many magic tricks did Anthony do with his feet, and how many prayers he was quickly saying, but we were on the ground.

Quick turn around, and we went off towards apron. I am doing much better job at taxying, still it is the 'snake' style pattern, but much more rapid snake, and the amplitude of waves is much smaller.

During the debrief, I did apologise for my rather pathetic performance, and kindly asked Anthony to be very honest with me, and spare me any politeness. He said that I honestly did very well, and that all this is not very easy, and getting it memorised, and well practiced is a necessity before circuit bashing, which I do know, and honestly understand.

Funny, when I asked how bad I was, he went on to give me example on some 60 year old chap, that took 170ish hours to do his PPL training.

I don't know if Anthony was trying to be just nice, and tell me I wasn't so bad, or was this the only example he could come up with someone that did worse than me. I do believe that his intention was to just show me that there is lot worse, and I am average, if not good.

Well, to be honest, I do know why I was rubbish. Recently, I stopped reading up prior to lesson. I also do have to start some mental training. Ie, close my eyes, and after reading theory, go in memory with all procedures, trying to imaging how to do things. Obviously, that way it is much cheaper, less time wasting, and should guarantee much better results.

At the end, he told me that we haven't done in turn stall recovery, and that I certainly have to repeat the exercise , which I honestly do believe I have to. He went on, to write that note down in my records - like he said - so that on my next lesson, whoever the instructor might be, will know.

If only, he knew, that as I went on to book lessons for April, pretty much out of 5 bookings, 4 are with him.. :) He will dearly hate to fly with me :P Why so many bookings ? You know what the weather is like in this area. I will probably be lucky if I can get 2-3 out of 5.

And it is going to be in C172. This time, I had no choice. C152 is going off for its annual. And since it is quite an old aircraft, it might be a bit long one.

Well, will see.

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


• Milestones: I think I would rather call it regression. Number one remark, prepare myself for future lessons, and go to bed earlier night before..!


• Exercises covered: 10b pt2


• Weather: sunshine!, CAVOK !, bit of a wind shear closer to the ground.

Lesson 8, more stalls...

Lesson: 8

12/III/2010

• Lesson time: 0.8h (almost 50 min)


• Total time: 6.9h


• Location: EGAD


• Aircraft: G-UFCE (C172)

Around 1100 on Friday, staring outside - and getting worried about each cloud.

1130, I called Roger at the UFC. He said weather is fine, I also asked what are we going to fly in Today - C172, he said. I remember, my Kate told me last time, that it is a shame that she couldn't go up and fly with me - so I ask Roger what he says about an extra passenger, and he said - by all means, bring her along. Great, I thought. She will be delighted.

1200 - tested, and committed my code changes - and left.

At home, Kate was already waiting with lunch, and after few minutes we were on our way on my blue steel horse.



Roger gave me briefing in the main lounge (usually we go to the small room, with blackboard, and maps, etc). I was surprised to hear that what I did last time was just a pre-stall condition recovery, and Today we will do proper stalls (incipient stall), but with no flaps. He also made sure that Kate will be fine with it, and she seemed fine (not knowing what awaits her).

Off I went to do the preflight. Wind was cold, so Kate decided to check back couch inside the aircraft, and I went on to do the preflight. By now, I know where are various switches and knobs that I couldn't found last time - so it was okay.

Kate took some pics from that (and later journey), although I have to say that the camera (nikon D100) is not doing well in fully automatic mode. Well, I only bought it last week, so still have to learn to use it. After all, it is a semi-pro camera. In fact all pictures here were taken with it!.




Roger joined me quite quickly, and made sure that Kate is strapped in properly. The seatbelts in the rear on C172 are funny, as you have to pull it out till end, hold it, buckle it in, and than release. Otherwise, once pulled and stopped, it will not allow you to pull anymore, and you have to release it all the way up, and try again. Luckily pilot's seatbelt works fine..




I went through my pre-engine start checklist, turned on the engine. Kate giggle when she heard me scream 'clear prop'. Well, it must sound funny.

As soon as I did my post-engine startup checklist, she was utterly scared. Seriously. I didn't felt well with that, but I had to tell her to just sit in, and not worry. I can honestly say, that remembering my feelings from the very first lesson, I was scared too. And that was in C152, much older, and much smaller inside.

We went on, rolling to 34 for our engine checks. By the time we stopped, I could smell burning break pads. And only than Roger told me politely to not sit on breaks. I mean, I love that guy, he is one of the best instructors in the Club, honestly. Even when I screw up, he is polite, and I feel like being trusted and just reminded about things I should do, but not pressured. There was some Rv7 (very nice aircraft, shame that it is the 'experimental' class, and you have many restrictions that come with that) that wanted to get by, so we moved to the side of runway. Off it went, and I did the engine checks. By now, I'll do everything myself, even in C172 (on previous lesson Bryan would help me with few things, as I couldn't find em). Still had problem locating few gauges, but eventually got it.




Backtracked on the runway, and was reminded by Roger that the runway is short, and I should gently, but not so slow push the power forward. I nearly stalled us on climb out - as I set the attitude too high up, but was quickly corrected, and nothing has happen.

I was amazed again, how quickly we left EGAD area, and switched over to the Belfast control. Once over peninsula, he went on to demonstrate proper stall, and while the previous lesson I could barely feel it - this one felt like we were in 0g for split second. Honestly.


Now it was my turn, and that was a disaster. I had no idea that you have to pull it all the way. And even tho, the aircraft doesn't really want to stall. The nose drops by itself, and you just have no room nor power to actually pull anymore.

I retried few times, and after that asked Kate how she is doing. To which she replied 'fine', but I could see she was sitting there with her eyes closed. Poor soul, she was scared much more than I could imagine she will. And I know that she is scared of highs. I told that to Roger, to which he replied, that he is as well. I was stunned. And he is a pilot, the instructor here. (only two days a week, I don't know what else he is doing, maybe he flies with airlines too).

It was time to fly back, it felt very early. Roger probably wanted to save Kate the experience. I set ourselves on the heading roughly towards EGAD, and on descend. Still feels awkward to fly C172, and Roger has to remind me to watch the picture outside. I honestly feel like I am getting worse at this every time I fly...



Roger wanted to give me a chance to land, but I failed at keeping us on the same slope, 34 is a funny runway, as the nearby mountain reflects airflow, and so you have to watch out for changing winds. He took over, and told me again and again, to use power to control angle, and don't use yoke for nothing more than slight adjustments. That's why trimming for the approach is sooooo important.

Once on the ground, I was hoping Kate will be relieved. And I also hopped she took some pictures. She was sited behind me, so obviously I couldn't count on any photos of me behind the controls, but I was hoping for some general photos. As it turned out, she was sitting there with her eyes closed most of the time... I am planning to take my brother (atm 13 years old) up one day too, and I just hope that he will not be as scarred. But first, I have to do the bloody course, and pass exam. It is going to be a while :)

Roger gave me good debrief, telling me exactly what I did screw up. I told him that I feel like flying worse and worse every time. And he said, that is just learner's experience. He told me, that if I was to do my first lessons now, those would be trivial, and as I go, I feel and see more and more things. True. But also, I know that the fact that I am flying C172 second time  - pretty much - doesn't help. But I will get around that eventually, I know it :) Plus harder it is, the more determination I have to do it, in my all hopeless stupidity.

Another thing he told me, next week I am doomed to do more stalls.. Oh dear, and you would think this is some easy subject.


And Kate (pic taken by Roger):

• Route: Departed rwy 34, over Strangford Lough and back up . Landed rwy 34.


• Milestones: stared on stalls, 10a, and demonstration of 10b, etc


• Exercises covered: 10


• Weather: sunshine!, CAVOK !


• photos!

Lesson 7, introduction to stalls

Lesson: 7

07/III/2010

• Lesson time: 1.0h


• Total time: 6.1h


• Location: EGAD


• Aircraft: G-UFCE (C172)

I had no time to prepare for this lesson, due to some other activity on Saturday - so in all honesty, I had no idea what I am suppose to do Today. But I knew very well, that I will be told what to do - so no bother. We had a rather short briefing (but stalls don't require much). Anyways, I pretty much know what the stall is, and what causes it, so I didn't needed much.

What was different however, was that I only flew in 172 once before. And that was during my introductory stage. But anyways, Bryan trusted me that I could do preflight, so on I went with it. For starters, things were in different locations, there were new things that I couldn't spot, and the list was slightly longer. I have to say, for C152 I already started to remember the checklist. So imagine, you feel comfortable with something, and all of the sudden you are given something completely else. I had to actually read it word by word - again :D. Funny as it seems, I was just afraid it will take me slightly longer. I had no idea where are few switches, but I just decided to skip it, and ask later. One other thing, I had no idea where the dipstick is, so I skipped the visual fuel check too. I knew that the reason it has to be done with dipstick in C152, was due to clumsy sensors in the tanks, but had no idea if C172 still has the same properties. Later on, I was told that pilot has to check visually fuel levels in all small aircraft, whenever possible during preflight.

As I approached it - it seemed much bigger than C152, and in all honesty it is slightly bigger. It also has much more power.

Bryan joined me, and explained to me few bits that I didn't know. Like white switches hidden behind control column, that I had no idea were there! These switches turn radios etc (avionics switch). Or Fuel shutoff valve. These things simply don't exists on C152.

One thing that I love about C172 is the room available, and also how easy it is to connect my headphones :) I am thinking about sticking to C172, even tho it costs roughly 30 quid more per hour. We shall see...

One other thing about C172, it has the dash slightly higher up, so the "picture" is different. So far I was alright in C152, and thought that I got it all. But speeds, 'picture', and few other things are slightly different in this aircraft, as it has substantially more power.

But as stupid (not to mistake with brave) as I am, I decided to go with it. Bryan gave me a chance to do the first radio call. And here to my surprise, the ' missile launch' button wasn't responsible for radios. There were 3 of them!. Gosh.. Things get complicated, can't even make the bloody radio call anymore. took me few seconds to find it. I think I made like 3-4 attempts to just call EGAD radio, and get airfield info and radio check. But finally got it. Also rudder pedals seem slightly bigger in C172 , but somehow I managed to get us through. My taxing still sux.

Off we went, again, slowly, and I could feel more power on the climb. Speeds are again different, and I got to memorise the new ones.

Climbed initially to 3000, Bryan talked to Belfast over radio, and I got us up to 3500.

First thing I noticed, is that the rudder pedals require muuuch more pressure to fly straight and level. Seriously, I think I'll have to try next few lessons just to get it, as I started to chase yawing with rudder to the point where it started to bank. Secondary effect of controls is much more visible here than it was in C152. C152 is like riding a bicycle, C172 is a motorcycle. Seriously...

Once we went up to 3500, Bryan took over. He demonstrated stall approach, and recovery. Not a big deal to be honest. I was hoping for more drama (and Gs). I repeated the same procedure. Basically as you approach stall, the buzz starts to make lot of noise (stall warner), and you feel like sitting in a car that goes up on a steep hill. I cannot honestly imagine how a pilot could get even to a position like that, but obviously it happens - hence the training.

After few tries, Bryan told me to just fly slow, and feel difference on the controls. And again, this feels odd. Imagine a dream, where things are happening 10x as slow. Say for instance, you press a button, and it feels like all of the sudden things are made of jelly, and it takes them a while to pass on the wave of input you made. This is how it feels to fly at low speeds. Rudder is fine, but aerilons- gosh - took me ages to bank, and you kind of expect fast(er) response, due to the aircraft's power. And it has tons of power, in comparison with C152. I don't even wanna know how it is to learn to fly in Ciruss SR22, and yes, there are people training on it as their first aircraft ! Obviously those are wealthy americans, so for me - I have to stick with slow (in comparison) C172. But if I had a chance to own SR22 (I wouldn't, for various reason anyway, but if I did) - I would rather train first on something slower, like C172, or PA28, and than made a transition.

As last demonstration, Bryan showed me how it is to fly slow with flaps in that thing, and recover from stall. It feels even worse. It feels like you are watching the sky, buzz is making loads of noise, airframe swings (still long before the buffet), and you sit in funny position. How on earth pilots don't see stall coming with all that happening, is a mystery to me. Probably I will have a chance to experience why in the future...

Bryan, obviously seeing that I am failing to fly straight in level in times (due to funny rudder inputs I have to make, and very 'big' trim tabs) - asked me to do few turns. Oddly enough, and in very English way - he only asked me to do things, but never said how I did. Only if I did something odd, he would repeat and just slightly underline part where I went wrong. I kind of felt like I am being examined, but no one tells me how I did. Very English way of doing things (and I have absolutely nothing against them, quite contrary - I lived there for a while, and probably will move back to England if things go para-shaped at work, and I will fail to find something to do in NI). That kind of reminds me of a joke:

My brother was up in court last week. The judge said, 'What is this man charged with?' The policeman said, 'He opened a shop sir.' The judge said, 'And what is wrong with opening a shop?' The policeman said, 'Well it wasn't his shop sir.'

(I was thinking about brining up few other jokes, but I don't want my English friends here to be offended).

I felt like I did okay on the banking, turning with banks, etc. Obviously that was a test, to see if I am going to be ready for circuit bashing - which is going to be hell... But oddly enough, I cannot wait. After all, this is going to be the time where I'll learn most.

For the landing, we had to extend our circuit, as all of the sudden there was a lot of traffic. I still fail to fully visualise the traffic pattern - especially the overhead join bit. But hopefully it will all come to me. I know how it works, but I just cannot see it when instructor does it. Oh well.

Bryan gave me short debrief, again, rather cryptic "learn by repetition" answer  - which is true. I suppose, he wanted me to reflect on my own mistakes, or maybe he thought I did well enough. Oh well. Maybe the fact that it was my second time in C172, and the first time with me actually doing things myself - that also made me feel rather peculiar.

All in all , great lesson, and in much more powerful aircraft (and 30 quid dearer).

• Route: Departed rwy 16, over Strangford Lough and back up . Landed rwy 16.


• Milestones: stared on stalls, 10a, and demonstration of 10b, etc


• Exercises covered: 10


• Weather: sunshine!, CAVOK !

Lesson 6, recap

Lesson: 6

("Greggish" language warning, unedited, fresh post).

05/III/2010

• Lesson time: 1.0h


• Total time: 5.1h


• Location: EGAD


• Aircraft: G-BNKR (C152)

I wasn't going to give up on flying, no way, I can sell my flat, car, dump girlfriend, change jobs, but flying remains my first priority as far as doing something with  my life is concerned. If I had more cash, I would probably fully focus on it, rather than spening countless hours on stashing gold for someone else, only receiving small chips of it for the effort. Which reminds me about one of the greatest songs of all times, very true lyrics indeed (for rock&roll). "Heaven and hell", by Black Sabbath:

"And they'll tell you black is really white
The moon is just the sun at night
And when you walk in golden halls
You get to keep the gold that falls
Its heaven and hell, oh no!"

Anyways, I digressed.

Did my walk around, checked fuel, and the oil. The oil level was slightly below 6, which was of a bit concern to me.

My instructor joined me pretty soon, I reported that the externals are done, and that the oil level is starting to fall below. He acknowledged, and double checked. The check list says that oil level 4+ is fine for short distances, and should be above 6 for longer journeys. So we should be fine.

He started to repack his bag, and I noticed which airline he works for as a pilot, cos some stuff had their logo on. It was pretty nice, he started to ask me about my reasons to fly, etc. I pretty soon found out, that he is very friendly. Indeed, it seemed like the instructor is genuine interested in knowing the student, not just cutting a chitchat.

Before we got in, he asked me about the key, to which I replied that it is in the aircraft. "Put it on the dashboard, so whoever walks near by can see it .That way, if I approach the aircraft, I will be sure that propeller won't start and I can walk about safe". Very good advice, I thought. Previously I would leave the key in the starter, so I don't loose it during externals. But that advice actually makes more sense!.

I jumped in, and immediately I noticed that things aren't happening unless I do it. I gently touched on it, and the reply was "don't worry, if you do something wrong, I'll tell you. You won't learn anything unless you do it". We even didn't started the engine, and I already knew that it is going to be a great lesson.

As I went through the check list, one of the items on the list says to turn on radios and avionics. All instructors I flew with so far, would only care about radios, and squawk. But this one, actually turned on all the navigation bits too. "Just in case", he said. I like that.. You can tell he is very professional as a pilot. Everything has its place, and reason. Just what I love about aviation, and there's a guy here that actually puts that into practice. Not that I don't enjoy flying with others, but there is something about that sort of approach that I like. Bah, I even approach things in life that way myself.

I had notes scribbled by Roger, and that helped me to get through the radio calls. It was nearly a disaster, I couldn't understand what the guy said, too fast. The one month break wasn't acting in my favour either.

For the first time, I had a chance to actually taxi all the way to 22-hold, than backtrack to 16, do the power checks, etc. That's the way these things should be done!. After all, I am the one who is suppose to learn here, not the one who is suppose to watch (and pay for it). I liked that.

It has been a while since I took off in C152, and it seemed like the time slowed down as we accelerated, and I pushed the throttle very slowly in. We got up, as usual went for down the peninsula. The day was just beautiful. Pretty much clear skies, warm, nearly no wind. Joy to be in the air.

I pretty much quickly got back into feeling things, trimming went smooth. I couldn't remember what was the procedure for climb and descent, but it slowly got back to me. The week at work has been depressing, I slept only 4h previous day, so I had no time to check the books, and get back on theory. Kind of hoping that it will all come back to me, and it did. I was also introduced to two new procedures. As usually, there's a 'name' to remember. The two new friends are: DABLE, and FREDA. The latter I knew from countless blogs I read on the subject. Again, the man was very professional and explained everything to me in very good detail. DABLE stands for : Direction, Attitude, Balance ball, Lookout, Engine checks. As you might imagine it applies to turns. FREDA is a cruise check, that you are suppose to carry out every 10 or so minutes. It stands for: Fuel, Radio, Engine checks, Direction indicator, Altimeters.

I basically did ex 7 and 8 time and time again, to remind myself how all that was done. I have to say, it all comes back very quickly.

We also did the ex 9 (all sorts of turns, with climb, descend, etc).

This time, I was reminded about my attempt to "chase the speedo". I was previously proud that I had no such tendencies,but I suppose the fact that it has been a while made me feel slightly unsure about speeds and aircraft's attitude. But I got rid of that pretty quickly. After all, it would be a shame to do it, since I know consequences of that.

The hour went past so quickly, we were on our way to the airport again. Since we were suppose to land on 34. I was told that it isn't so easy runway, due to the nearby hill air flow causes aircraft to sink as you approach the runway. So I was told to just follow on the controls. We landed smoothly, and it felt indeed like the airflow wasn't as predictable as it was on likes of 22, or 04. Also 34 is much shorter, so no room for mistake.

Of course it was my job to taxi us back to apron. I still have a tendency to sit on breaks, which I was reminded of. I still have to learn to taxi, this isn't easy.

It was a shame, when we got back, and Simon asked me if I have any questions. And I had none. He explained all so well, and I knew what I did wrong.

He only wrote down FREDA, and DABLE on back of my logsheet, so that I will remember it (and I will!), and that was it.

All in all, great time, great weather, great lesson. I flew again!  I am past the naive excitement, but it felt awesome. As usual, huge grin on my face.

Next to the club, there's a car wash. And I noticed in the middle of it, heli from the school next door. In the middle of that car wash, being washed by folks who work there. Since the day was very nice, and my car has been through hell of winter weather, I decided to clean it there as well. Just the basic service this time, but will come back for full treatment one day :) That heli was really looking great in the middle of the court. I wonder how many people got attracted by it too, and decided to wash their cars there.

• Route: Departed rwy 16, over Strangford Lough and back up . Landed rwy 34.


• Milestones: fully done ex 9, recap of things I learned so far.


• Exercises covered: 7, 8, 9


• Weather: sunshine!, CAVOK !