FALA(Lanseria, Johannesburg) - FAVV(Vereeniging) - FARG(Rustenburg) - FALA
Look. Flying an airplane is fantastic. Flying an airplane solo on the other hand? Absolutely amazing.
It’s great to be flying solo again. But scary too. Almost everyone I know who has learned to fly tells me they got lost on their solo navs. I’m sure this is why we only go to airports we’ve been to with instructors.
Today’s routing is south from Lanseria, over the northwest suburbs of Johannesburg (I can see my house from here!), over Soweto and Orlando and out to the Vaal Triangle for a touch and go at Vereeniging airport (FAVV), then north west over the Grasmere (GAV) VOR and thereafter to Rustenburg(FARG) for another touch and go and then back through the Magaliesberg General Flying area to Lanseria – about 130nm total.
CAVOK prevailed fortunately and the early morning provided smooth conditions which was a pleasant change from the bumpy air I’m used to. (Note to self – take wife and kids flying in the morning).
Lanseria to Vereeniging was very much an uneventful leg – was expecting more traffic at FAVV but there was one aircraft that had landed and was taxiing clear as I did my overhead join – approach was from the south where there are quite a lot of power lines quite close to the field so short field technique is required.
Vereeniging to Rustenburg – it’s a long way. And there is NO traffic. At all. Rustenburg is starting to feel like a second home at the moment so the challenge was to land before the mid touchdown zone which is somewhat disconcerting as this requires aiming AT the clearway short of the field. Still lots of dead plovers on the runway – the one good thing about the south to north approach is that the large smokestack nearby is to the southeast of the field – and the climb out is to the northeast..
Quickly through the GF and back to Lanseria. 1.9 on the Hobbs and my first solo nav under my belt. Did I get lost? Nope. Could one get lost? Sure. My instructor is pretty rigorous on continually looking at the map and knowing where you are, even before you get to the waypoints which I agree is probably the safest way to do things. 1 Nav down. 2 to go.
I’ve spent three weeks doing basic instrument flying in the simulator. I thought I would hate it. Really. What could you possibly enjoy about playing a hyped up computer game?
“I can do that at home right?”
“How hard could it be?”
“It’s not real flying”
“will I remember how to land the aeroplane again?”
“Tell me again why I have to know how to fly on instruments?”
I was…. WRONG. The simulator is really good. OK, it isn’t a full motion sim. But it is a LOT more immersive and believable than I would have guessed. My flight school has 2 simulators. The first is a Cirrus sim – can be set either as an SR20 or an SR22. The second is a hybrid sim – steam gauge, traditional style NAV/COM/ADF and a basic AP – it can simulate either a PA28(Piper Archer or Cherokee type with or without retractable gear) or a Seneca twin. I’ve done an hour on the Cirrus sim and 2.3 on the PA28R version of the sim.
One of the biggest killers of pilots is inadvertent flight into IMC. I forget the actual number but on average it takes very few seconds to lose your spatial awareness and spiral out of the clouds out of control. Or fly into a granite cloud. And while most of the CFIT(Controlled Flight into Terrain) incidents seem worryingly obvious when reading accident reports, people are still crashing into mountains with monotonous regularity. As one wag put it… “there are no new ways to crash aeroplanes” So it does make at least SOME sense to have some inkling of what the instruments are telling you.
The sims run X-plane (sadly only version 9) on a bank of computers. Both have very realistic cockpit setups – the cirrus sim faithfully replicates the Cirrus cabin while the PA28 sim has a full panel mockup with screens behind – so the “steam gauges” are actually on a computer screen. Still – its pretty realistic, although I simply refuse to believe that a PA28 is so responsive (read over-responsive and dynamically unstable) in pitch. However it is what it is and once used to the millimetre movements required it is pretty easy to fly.
Which is just as well – because there are no visual cues here. Cloud bases in the sim seem glued to about 300′ AGL. (Coincidence? I think not) The nett result is that as you’re doing after takeoff checks, cleaning up the aircraft you fly straight into hard IMC. (And then crash and burn – according to the instructors this is quite common) It seems my misspent youth flying PC flight sims has paid off again – I’m quite comfortable on the instruments – I even have a reasonable scan going which is helpful. Of course, there is no movement, no movement induced illusions and I’m certain in real life it is MUCH harder. There is no pause button in real life either.
The hardest part for me is maintaining level flight while fiddling with the instruments. Leaning over to hit a stopwatch, adjusting the HSI, setting the autopilot – all can be associated with a degree of departure from level flight. Task saturation came very quickly on my first session but less rapidly on the second and third.
And actually…. It’s a LOT of fun. We’ve done radial intercepts in and outbound, ADF direct to and ‘radial’ intercepts, timed turns, GPS intercepts, ILS approaches and VOR approaches. Today my instructor failed every instrument simultaneously except the VSI. Then she failed everything except the HSI and Turn coordinator. And we didn’t crash!
I’ve spent some time messing around on my X-plane sim at home doing pure instrument stuff – and I’ve discovered that you can download an instructor station for the iPad – going to spend some more time working with failed systems. <2h to go in the sim then it’s time for Navigation briefings and the cross country flights. It’s getting close.
Also, I noticed that today’s sim session took me to 50hours total time.
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..
108 Landings. One hundred and Eight. This is how long it takes to teach an old dog new tricks. I flew(yeah, I know) through the upper air work – stall spin checkout done at 10h. But I’ve been in the circuit for the last 3months and 17hours trying to get the simple landing right.
Weirdly, the abnormal landings have been relatively easy. The 50% flap landing is a breeze – managing to nail that almost every time. The flaps up landing is downright scary in the Cirrus because it requires a a spurt of power JUST before touchdown to level the nose and that 90kts over the threshold feels VERY fast. Recovery onto the runway with simulated failure after rotation – easy. Glide from downwind to full flap recovery – easy. But the run of the mill 100% standard flap landings have been a disaster. Why, I’m not sure – the ongoing issue is me pulling back too early and too aggressively and cutting power at the same time so invariably either ballooning or being perfectly placed for the landing 3ft above where I should be with the resultant *positive* touchdown.
But suddenly it came right. I did another 100 or so landings in the flight simulator trying to get that coordination of reducing power gradually and gently pulling back and it has come right. So right that after 9 trips around the circuit, my instructor suggested I drop him off at the tower and have a trip around the circuit on my own. The weather was playing ball with a variable 7-8knot wind mostly form the left so I thought about this for about 3milliseconds and agreed.
The first thing you notice is that when you’re one-up in the SR20 is that she’ll actually roll forwards at 1000rpm without requiring 1500RPM to break free. Which is nice. My goPro’s died in the run up bay but amazingly my checklist and run ups were up to scratch. (Although the cockpit seemed at LOT warmer than it was – suffice it to say I was drenched in sweat with jus the slightest of tremors) As though by magic, the circuit was empty (just as well as there was some guy who was aggravating ATC no end by not complying with any instructions) – even the scheduled 737’s seemed to be miraculously absent. I taxied onto Runway 07 – in between some lapwings who seemed miraculously unconcerned by the 70″ rotating prop passing meters from them – seriously, what dumbass bird sits (not standing but sitting) ON the piano keys? (They only moved when I flew over them on short final).
Then the words I’d been waiting for, “Juliet Alpha Bravo, runway 07, cleared Takeoff, report right downwind 5500ft, good luck sir!” (I love FALA ATC – they are really nice guys considering the scale and variety of traffic they deal with). Full throttle, temp and pressures in the green, good fuel flow and off I went. 70kts comes quickly with one on board , rotate and the climbout was only marginally brisker than I was used to. (Insert brief moment of panic After takeoff checks at 400ft, clear left, ahead and right and crosswind turn, GO. 155deg, landmark sighted, clear left, clear ahead, clear right and GO for downwind turn.
5500ft early on right downwind (with two up we only make circuit height at mid runway), power to 60%, level off. Before I could report downwind TWR comes on “Juliet Alpha Bravo, right base your discretion, report final approach number 1, no traffic to affect”. Downwind checks, flaps 50, HOLD THE NOSE, fight the balloon, fight the secondary balloon and trim… Grab phone, take selfie (remember the flat goPros), dump phone, find base leg landmark. Clear left, clear ahead, clear right, 100kts, 50% flaps, 30deg turn… NOW!
Rollout on 335deg. Throttle to 30%, check under 100kts, flaps full, pitch for 90kts. Look for extended centerline, approach segment clear, finals clear, start gentle turn to final. Roll out on runway heading at 500ft AGL. 4 reds. Oh sh*t. Power in, pitching for 85, the 4 reds become 3 and then 2 reds and 2 white.
“Juliet Alpha Bravo, final approach 07”
“Juliet Alpha Bravo, runway 07, clear to land”
“07, clear to land, Juliet Alpha Bravo”
Too much throttle, pull back a bit, nail 77kts over the fence. Those bloody lapwings are still there! Get lost you bloody birds. Which they did. Exactly as I flew over them…
Throttle gently to 10%, fly into ground effect, hefty boot of left rudder for the crosswind correction, cruise down runway 3ft above, cut throttle and doesn’t she just settle magnificently onto the runway like the docile little beauty she is.
“Juliet Alpha Bravo, nicely done sir, left alpha three, ground clears you Alpha, Sierra to the helipad for instructor pickup”
<a data-flickr-embed=”true” href=”https://www.flickr.com/photos/mikeblackburn/38020952864/in/dateposted/” title=”Post solo 28 Nov 2017″><img src=”https://farm5.staticflickr.com/4561/38020952864_1a4ee3fcd3_b.jpg” width=”1024″ height=”768″ alt=”Post solo 28 Nov 2017″></a>//embedr.flickr.com/assets/client-code.js
And thus am I now solo. And I forgot to enter my 0.5h solo PIC time as PIC time in my logbook. Le Sigh. I’m now endorsed for solo flight in the circuit at Lanseria Airport. I am warned that often the circuits go a little pear shaped after first solo and it may take time to get back again – but nothing can take away from the experience of going solo for the first time.
I’ve been sitting on this one for a while now. I wanted to write it in response to Fly Like you Mean Its post “Why do We Fly”, but I’ve been really busy doing talks for congresses and sorting out the various things needed to keep the house up and running…
If there’s one thing that my merry band of 4 (or is it 3) readers really need it is the story of how I ended up learning to fly. To be honest, it was always going to happen at some point. For as long as I can remember I was that kid who was mad about everything aviation related. My father used to take us to the airport (Johannesburg International which at that point was called Jan Smuts Airport and has gone through a number of name changes since) and we used to stand and watch the planes from the open (Shock, horror) observation deck.
I vividly remember the Pan Am and South African Airways 747SPs there, and once going especially to see Concorde passing through. We went to air shows at Rand airport (FAGM) and Grand Central (FAGG), I had posters and pictures of aeroplanes and for as long as I can remember i was playing on flight simulators. I could identify just about every commercial aircraft, airliner and military jet based on a quick glance. Have you seen the video clip of the child on the Etihad flight deck who knows where all the buttons are and what they do? I was like that kid.
Come time to choose a career I was told by an educational/vocational psychologist that I would be bored doing flying (I still harbor a bit of a grudge against that guy) – I didn’t qualify to go to the AirForce due to being short sighted, so I ended up doing Medicine and Anaesthesiology – which I love to bits – but the bug never stopped biting.
I went through a phase where I almost bit the bullet and started flying but for some reason I got scared – I visualized dying in an aircraft and the impact that would have on my family – but that was also at a time when I suffered from depression so I suspect that logic wasn’t terribly good… when I turned 40 my friends bought me a “discovery flight”. It took almost a year to use it – and then I was hooked. The rest is history.
So why do I fly now? It is actually the hardest thing I’ve done for a long time. The physical coordination required has me working really hard – i know it will be better in the furniture but for the moment I’m reveling in the challenge of co-ordinated flight. When I’m in that seat with my left hand on the sidestick and my right hand on the throttle, nothing else matters. It’s great escapism. It is great for focus. Inattention and loss of focus is punished by the aircraft and is immediately obvious. I love this challenge.
You’d think that given my day job, I would like a hobby that DOESN’T require full time attention… but this is different attention. And that effort and attention is rewarded when I turn my head to the side, see the wing moving as we ride the pockets and bumps in the air, and realise… I am flying this plane. I’m actually flying after all these years.
Bittersweet. This is how I’d describe my specially arranged Friday morning flying session. I’d specially organized this to get some flying in when (a) the wind isn’t howling across the runway as it is wont to do in Jhb in August and September and (b) it isn’t so hot..
But the best laid plans of mice and men…. it was a beautiful morning. Preflight was fun as the morning rush of BizJets, KingAirs, and the Scheduled 737s took to the air – always interesting to see how they differ in initial climb performance – the B200s and C90s not so stellar compared to the B350s, and the BizJets, well…. they all look pretty smart on climbout.
We started up ZS-JAB and let her warm up as we did the pre-run up checks and watched the stream of departing traffic. But when runup time came… There was an alarming decrease in revs and a very rough engine on the right magneto only, no drop on the left – uh oh, this plane had a dead magneto. Well, there was no way we were going flying in her this day. So we taxied back to the ramp dejectedly, and checked her into the Hangar. Where, of course, they couldn’t replicate the problem. Another student flew her an hour later – no problems whatsoever. So that was a bit weird. But I’m happy we stayed on the ground.
As someone pointed out to me – it’s better to be on the ground wishing you were in the air than in the air wishing you were on the ground…. And learning to deal with disappointment of cancelled flights is part of the game – good training for when I’m the one making the call on whether we go or don’t go…
This enforced grounding meant that I could exercise the privileges allowed me by my newly minted SPL(A) – writing exams…. due to all the delays in getting medical and SPL sorted out, I’ve been studying hard for Air Law which I need to have passed to go solo. I was booked to do the exam on Friday – so I set off to give it a crack. Which I did. and I passed – 97%! I cannot recommend the PPL mock exams from Swales highly enough – a lot of what I expected and had seen before came up – but even if it hadn’t I would have been ok – because I really put a LOT of effort into the Air Law studying. I know stuff that I will no doubt never use – but it ended up being a LOT more interesting than I thought.
All in all, a good week. Air Law done, SPL(A) obtained, no flying but hey, I can fly any time… Like tomorrow for instance….. (weather permitting)
I’m still in the pattern. But things are looking up. Yesterday’s flight was MUCH better than last week’s. Weather for a start was much improved – winds light and variable instead of 12 gusting 15kts. It’s amazing how much easier it is to concentrate on the roundout etc without being blown off the side of the runway.
The air was smoother too which made handling the plane in the pattern just that little bit easier. We did 8 landings with a runway change from 25 to 07 in the middle of those – much less traffic than last week too and to be honest I’m feeling a lot happier in the plane.
I’m making peace with the fact that it’s probably going to take 20hours for me to solo. I read a great article by John Bishop in this month’s Pland&Pilot about how flying simply doesn’t come naturally to all of us. I read this shortly after last week’s below par performance and it struck a chord. The thing for me is that in my head, I was going to be the ‘natural pilot’ who doesn’t struggle. I have the hundreds of hours on flight simulator, lots of online flying time and a good understanding of flight. But the aeroplane isn’t a flight simulator, and I’m realizing now how bad the modeling is in flight simulator. You can’t model control forces easily in FS but what I’m finding the most frustrating is how poorly p-factor and torque are modeled. Full power in the SR20 requires FULL right rudder application on the ground. In FS, the slightest application of rudder sends you off into the weeds – so my right foot is lazy in the real plane. In flight, the merest increase in pressure on the rudder is sufficient in the real aeroplane. In FS, you need to hoof the rudder in a bit more. The net result is that I’m not the sh*t hot pilot I imagined I’d be.
This realization has been good for me. I always said I wanted to be safe and not to rush and get the license with the lowest possible number of hours. I’m only flying once a week. I think I’m doing ok. And the best part is that I still get to look out the side window occasionally and think to myself “heck. I’m actually flying this aeroplane!” And that’s a wonderful feeling. The other wonderful feeling is when the instructor turns off the PFD and tells me to look outside, I do a turn and roll out on heading, on altitude and at the correct speed. Attitude flying. I’m getting there.
METAR: –METARMETAR FALA 111300Z VRB06KT CAVOK 23/M00 Q1027 NOSIG
Total Hours:- 11.3
Having got my stall/spin sign out last week it was time to get my circuit on. I was really looking forward to the new challenge and spent a lot of the week reading up on circuit technique. Unfortunately I also stumbled upon this Accident report which came up as the first link when I searched for SR20 circuit technique. It struck a little close to home – same aircraft type, same flight school and same airport as I’m using – it’s worth a read purely for the point of view of awareness and how things can go horribly wrong for even experienced aviators.
Here are my notes and plan for the circuit at FALA for the 07 right hand (yes, usually they should be left hand but FALA’s is right hand for 07 and left hand for 25) traffic pattern.
It looks like a lot of work – and it is. After a thorough briefing it was off to preflight the plane for this trip – which was the very lovely ZS-CCT – a relatively new Gen 3 Garmin Perspective equipped SR20. My previous flights have all been on the G2 Avidyne workhorses so this was a pleasant change – don’t get me wrong I really have a soft spot for the G2’s especially ZS-BOR. To all intents and purposes they are the same plane but the G3 stands a little taller, goes a little quicker and is a lot more slippery (wheel spats and some more streamlining), doesn’t have a rudder-aileron linkage (the G2 has a small amount of rudder movement with aileron input – just a little) and of course the fancy avionics. But to sit in the plane it feels very much the same and after the first turn in the taxi it felt completely normal. The best part is the Air-conditioning so you can actually do run-ups with the doors closed!
The A4 taxiway is still closed at FALA so short field departure for us again – which was somewhat pedestrian given the ISA+19 conditions – giving us a density altitude of 5900 feet. First circuit was for the instructor to fly to show me the ropes – well, that worked out fine until downwind when we got asked to orbit, and then orbit again, and again and then once more just for good luck – by this stage I was flying (hey, it’s always good to practice level turns!). Eventually we end up back on downwind, fly the base and then had to go around because the departing plane aborted takeoff…. There’s no bad experience.. (but you know it’s busy in the circuit when ATC apologizes for messing you around.
And so we went on – upwind, crosswind, downwind, base and finals – 7 circuits in all. Good fun. But hard work. It seems like only a few seconds from the after takeoff BUPMFF checks to the downwind BUMPFF checks, calling downwind, calling base and then the approaches – which if I say so myself were going really well.
Unfortunately it all tends to go a little pear shaped on roundout – I keep rounding out a little high and then coming down hard through ground effect. The instructor flew one of the landings and oh man, I was in awe of how smoothly she put the plane in ground effect and we just floated gently down. However, with 6-7 landings per hour in the circuit I suspect mine will improve in time.
More circuits next week. More Air-law studying this week – I’m told I must pass air law before I’ll be allowed to solo – I’m not ready to solo yet but give it a couple of hours and I will be….
The air law looks intimidating. But in practice it is pretty straightforward stuff – all relevant and interesting. The difficult part I suspect is going to remember all the validity times of the various documents, Medicals, licenses and so on – my feeling is that this is the sort of stuff that is a setter of multiple choice papers dream material… Ah well…
Well it’s fair to say that I have had mixed feelings about this flight. It’s a bit of a rite of passage in my mind. After every 10h prior to going solo we have to have a “dual check” where the head flight instructor flies with the student to make sure he/she is progressing well and to check up on the quality of instruction his instructors are providing.
Since I’ve done all the upper airwork exercises it was also an opportunity to do a “stall/spin signout” which is required (for good reason)prior to starting work in the traffic pattern. A lot of people kill themselves by stalling or spinning at low altitude in the circuit, particularly on the base-final turn and stall recognition and prompt recovery are thus important to have a good handle on.
It’s difficult flying with a new instructor – especially one you haven’t met before. But he seems like a decent sort and is very enthusiastic about doing things the right way. In fact, I thought my existing instructor was very “by the book”. This chap was even more so – but in a very good way. So we did things a little differently – the hard part for me was that I felt like I was having an exam and he was very much in the mode of instructing. In fact, he did all the radio work despite the fact that my regular instructor told him I’m quite capable – but it was nice to concentrate on the flying.
As it turned out it was just as well he was doing the radio work – but more on that later. Because taxiway A4 is closed at FALA at the moment for repair and resurfacing we are doing intersection takeoffs and the run up bay for 07 is unavailable – so we did our run ups on the apron and taxi’d out to toward A3. (Along the green line). As it turns out we could have done our run up short of A3 because wouldn’t you know it but 3 737’s all pushed from the apron simultaneously and we had to wait for them. Which would have been fine except one of the 737 crews managed (between the 2 of them) to forget the well NOTAM’d closure of A4 and they taxied merrily off toward the A4 end of 07. One imagines a few red faces when they had to do a U-turn in the runup bay and come back. While all of this was going on we just waited and waited and waited on the taxiway.
Fortunately TWR was on board and while the second 737 was backtracking to the departure end of 07 we were given clearance to do an expedited departure and turn out from the A3 intersection.
Rest of the flight was essentially uneventful. The instructor was pretty good value because he had some different ideas about doing things (all of which seemed valid) – he even tried to cure my “looking inside-itis” by turning off the PFD (there are backup instruments) and I was quite chuffed to do a full turn and not be more than 100ft off initial altitude. Stalls were fine except as promised, this particular aeroplane definitely drops a wing at the stall break which caught me a little by surprise.
A couple of (not so good) full flap stalls followed by one decent one and it was back to FALA for another landing – mine this time and really not too much drama at all. I feel like I’m getting the feel of the aeroplane.
So I’m officially signed off for stall recovery/spin avoidance and the next step is into the circuit for a couple of hours. Solo should be soon but I suspect it will be delayed due to a SNAFU with my medical – we were a day or two late in submitting documents (which have to be in 7 working days prior to the medical panel meeting – upshot is that my case wasn’t presented so will only be reviewed on 15 August. With formal decision only being communicated 7 working days thereafter.
In the meantime however, I’m getting stuck into Air Law which trust me is a fate worse than death. On the plus side, my Crazed Pilot audio recording cable arrived and it actually works. So hopefully now my post flight reviews of gopro footage will be more useful. I also found a good place to position the GoPro to get a good overview of panel and horizon – at ear level just forward of my head on the pilot side door window. Some more footage below….
My next lesson is due to be on slow flight and stalls. Now I know that these are safe and a necessary part of flight training but the whole concept worries me somewhat. I have 3.7hours of training under the belt so far which is essentially 3 lessons. My instructor says she is very happy with my progress and wants to get all the high work done to get me into the circuit.
I bought the (Excellent) Air Pilot Manual book 1 “Flying training” which used to be edited by Trevor Thom but has now been taken over by others. It has great explanations of the airwork required for the various exercises and I’ve been reading up on the slow flight and stall exercises. And I don’t believe I am comfortable enough with the airplane at the moment to do that exercise – there are lots of warnings about entering the stall regime in level flight and being very precise with speeds, attitude and power. And I don’t think I’m quite there yet.
Also, by the time I fly that lesson it will be 13days since I last flew. So the whole thing makes me a little nervy. I’ve decided to book another lesson which is not as goal directed prior to the stall lesson – just so I can get more comfortable with the plane and the basic maneuvers.
Does this make me chicken? Maybe. But I don’t really care. I’d rather be comfortable behind the controls and ahead of the aeroplane than behind the plane and uncomfortable.. And in the back of my mind always lies the knowledge that a spin (although it is apparently almost impossible to spin the Cirrus) in this plane is only recoverable by using the CAPS. I don’t want to have to pull the CAPS.