Feels like ages since I managed to sit down and write a post.

So. Where are we in this journey? Well, I’m excited to report that I have made significant progress this month after 3weeks of not flying. The first two flights were not stellar – on the first we were hounded by a localized Cb cell which looked like it was going to park itself right over the field so we bailed and came back early – still it was an intro to the routing to and from the General Flying area which in the congested airspace of Johannesburg is a little fiddly. On the second we had surface temperatures of 33 Celsius and one of the older aircraft – a few of whose horses had escaped over the years. Let’s just say it was interesting. DA on the ground was 7740ft (off a 4520′ elevation field) and we could not climb over 7500′ so we were understandably a little twitchy about high angle of attack flying..

Which brings me to what we are doing in my PPL training at the moment. I have escaped the circuit after taking 17h of circuits to solo and then completing 3h solo in the circuit. Now we are back to the general flying area and doing steep turns (45deg), revising stalls and also doing diversions, forced landings and precautionary landings. This is all in preparation for the next milestone in training which is going solo again but to the general flying area this time.

Solo GF requires a good understanding of the airspace structure and the routing to and from the airfield. It is necessary to report Zone outbound from the CTA, then transit the Johannesburg Special Rules West airspace and from there into the general flying area (which has it’s own frequency). At the same time there are a number of prohibited areas which must be avoided and a shelf on the TMA (the yellow shaded area) from 6500-7400′ which is very easy to bust.

Fortunately the general flying area extends from the ground to FL100 so there is a lot of space once there – although it too can be quite crowded and some folks are, how shall we put it, a little deficient in their position reports. This means eyes on stalks all the time.

We usually start with some stalling revision – clean and dirty and all the way to the break (because if you’re not going to actually stall the aircraft what is the point of calling it stall practice?), then some steep turns which I was somewhat disappointed to find that we only have to turn at 45deg and not 60deg (60deg turns are required for the Commercial Rating) and thereafter the forced and precautionary landings. I’m finding the steep turns a little bit difficult – it seems to be quite difficult to feel the nose slipping and there is a lot more back pressure required on the stick than I was expecting. The books all say that you need to be looking around during the turns but I’m finding that I end up looking up and in the turn direction more than anywhere else – this may be a function of the G forces which I’m not accustomed to…

The forced landings are fairly routine – much like the EFATO scenario but with a LOT more time to plan and usually many more options in terms of potential landing sites. The gliding characteristics of the SR20 are not unlike those of a small brick but if anything I’m finding that I’m arriving high and having to do S-turns and/or slips to reduce altitude sufficiently to be able to make a rational approach. Of course, from these altitudes (2500-3000ft AGL), were we to have a real engine failure the correct approach would be to deploy the CAPS and ride down under the chute.

The precautionary landings too are quite fun – once you have the procedure down – but the workload is quite high especially on a high end afternoon with LOTS of turbulence and rotors from the nearby hills – it’s easy to forget a step – high level 800ft at right angles to field, 500ft low level inspection on the upwind parallel to the field, back up to 800ft for downwind checks, pax briefing and radio calls then simulated shutdown once on base to final turn and all followed by a go-around at about 200ft AGL.

When I’m solo in the GF doing the practice for all this we aren’t supposed to descend below 500ft AGL at any point so the high level is done at 1200 AGL, low level at 800 and go-around at 600 – it’s more the procedure than anything else that needs practice as it is impossible to practice landing into a maize field ….

I’ve also managed to pick up a few more exams in the interim – left now with only one – Human Factors and performance (which should be a breeze given the basic level of physiology required). Then it’s time to finish the solo GF time (5h), navigation and cross country exercises and then time for the PPL test – it’s looking like late March at the moment – but we’ll take it one day and one nm at a time..

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