Aircraft:- ZS-BOR (SR20) – Avidyne Avionics
Route:- FALA – Magaliesberg GFA – FALA
First official lesson – briefing required. Had an hour long briefing on the effects of aircraft controls – a great revision for me (I thought I knew most of this stuff already being aviation mad all my life) but there were a number of finer points that it was good to get a hold of. There is a lot of physics. Yes. Physics.
Fortunately in the dark recesses of my mind lies rattling an old physics file from when I started anaesthesia training – physics is quite NB for anaesthetists. We reacquainted ourselves with Bernoulli and Newton, drew aeroplanes on the whiteboard (which may or may not have borne a striking resemblance to dolphins..) #insidejoke
Time for paperwork – NOTAMs to read, Weather to check, aircraft folio to check etc.
Then off to preflight. I was quite concerned earlier in the day that the weather would not be good enough to fly – it was cold and cloudy and Lanseria was reporting IFR only with the field in mist. Fortunately as it warmed up the clouds cleared and the weather just got better and better.
The Cirrus is a great aircraft to pre-flight – there is a nice flow to the process moving carefully round the plane from the left door towards the tail, round the tail, round the right wing, to the engine and prop and then round the left wing back to the door – I find that keeping a hand on the plane at all times makes it easier to not forget something.
There are a few funny things – the stall warning horn needs to be checked prior to the walk round – it is done with the BAT1 and BAT2 switches and the avionics on (which is part of the pre-preflight but needs the right hand door open which is a bit fiddly) And you need to kiss the wing (or apply negative pressure to the stall sensor – we can’t think of any other non anorak way to do it other than sucking on the port). Then you have to get back into the plane, extend full flaps, kill the battery and avionics switches and then start the walk around. I’ll do a more detailed post on the walk around at some point in the future.
Winds from the East meant a runway 07 takeoff, which means I had a LONG time to get used to taxiing the aircraft. Which is still for me the hardest part. The nose wheel castors, and you’re not supposed to ride the brakes or use differential braking as the primary guidance tool. So you have to increase the power and let the prop wash turn the aircraft with the rudder. Which is fine when you’re going slowly/uphill. Not so cool when on the downhills.. We spent 8minutes doing the run up checks. Hopefully that will get quicker – no need for shortcuts but I need to memorise those flows…
Takeoff was better (RIGHT Rudder! RIGHT Rudder, MORE right rudder – I now know WHY you need right rudder btw) and off to the GFA we go…
Major goals for this lesson were to get a feel for the primary and secondary effects of the controls. Which was as simple as it seems – but for me the major challenge remains keeping my head out of the cockpit. I think I’m born to be an instrument pilot. Too many years of flightsim and too much gazing at screens is an issue. Those lovely 10″ Avidyne displays seem to lock my gaze like the sirens of mythology.
Interestingly my instructor says she can tell without looking when I’m heads down in the displays – apparently there is a slight lag between reality and what is presented on the artificial horizon/HSI and this delay means that I’m continually behind the aeroplane. This leads to oscillations. I’m told these are uncomfortable. I think this means I’m not supposed to be doing that….
- Effect of Rudder
- Pitch and Power with flaps in and extended
- “Virtual go-arounds” (more of these to come I’d guess)
- Spiral Dives
I was warned about these in the briefing. Apparently some people find them “unpleasant”. Not me. These are fun. Straight and level flight. Add aggressive rudder and hold. Secondary effect of the rudder is to cause rotation or banking in direction of application. As you bank, the nose slips down and there you have it – a fairly aggressive dive.
Recovery is simple and in this order – Neutralize offending control input. Roll out of bank and simultaneously reduce to idle power. Apply back pressure on stick and as nose comes up add throttle while avoiding ballooning (very easy – not).
Why are these spiral dives so important? Because these are what kill pilots in IMC (apart from CFIT of course). Then they are called graveyard spirals. I recorded the flight on my GoPro – the dives don’t look as spectacular as they felt, but, looking at the horizon – on one of the aileron induced spirals we had a bank angle of around 70degrees…
Back next week with some more….