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#1
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Another flight done.
I've posted this with all my errors and mistakes included, as I believe
in posting true and accurate accounts of what happened. I state here and now, that I know what they all were, and have learned from them. I do not wish to evoke the sort of criticism I copped last time. Well, I was due to fly at 9am yesterday (Saturday), but a call to the airfield yielded a cancellation due to dodgy weather. We tentatively re-scheduled for the next day, (today), at around lunchtime. The forecast for the next day was meant to be almost worse than Saturday. At 1pm on Saturday, the weather had improved quite considerably, so I decided to call the airfield again and see if the a/c was free for the afternoon, and whether the weather over there was suitable for a flight. The answer to both questions was, to my joy, yes! I drove right over there, and had to wait about 15 minutes for my instructor to finish another flight. When she came into the office, she just gave me the keys, and said "Off you go! Go out into the training area anddo a few steep turns, then come back and do a few circuits, but just watch those clouds, (large mean looking clouds to the West. Training area extends to the East of the airfield.) If it looks like it's starting to rain, come back." The Gazelle is not to be flown in the rain, as it has a wooden prop. I've heard conflicting stories as to whether it can actually be flown in the rain or not, but it's not my plane so I do as instructed. This is the first time I've been handed the keys and sent off on my own. All previous solo flights have always had the instructor come on at least 1 circuit with me before dropping them off and then me going out alone. Also, this was my first solo flight into the training area. All previous solo flight has only been circuits. The grin hit my face before I even got to the a/c. I rang the wife, and told her to be in the back yard in about 15 minutes. As my house is in the training area, I thought I'd fly out and find my hose, and do my steep turns there! How cool! Did the preflight, and then proceeded to start and taxi the a/c to the active. Rwy 35 on this day. I'd done solo circuits on this runway on only 1 other occasion. The wind was almost non existant, but what there was of it was predominantly Northerly. Did my run-up, made my radio call, and off I went. As I took off, I knew I had to wait until I was at either 3nm or 1500ft before I could turn against the normal left turns of the pattern. This was where I made what turned out to be my first blunder. As Avalon's active airspace starts just to the North or the runway I took off from, and that airspace starts at 1500ft, I did not want to make a breach, and turned right a little too early. I was probably only 2 - 2.5nm and not the 3nm required. I put that down to fear of breaching the airspace, something I'm sure will not be an issue next time. I'll just do a normal circuit next time and overfly at 1500, and not in controlled space. I made my way, using the VTC in the a/c (not that I needed it, as I'd been out that way before with the instructor, but I thought I'd best get in the habit of always using a chart so I always know where I am.) I thought I'd better do at least 1 steep turn before I got to my house, so I don't botch it up with the wife watching! ;-) To my surprise, I did it perfectly. Lost no altitude, gained no altitude, and exited the turn exactly back on course. I headed towards the house. I had my altitude at around 2200ft (as advised by my instructor before I left) and made the turn over the house. The wife was in the back yard, and once again, a perfect steep turn through 360 degrees. (I actually lost about 80-100ft this time, but I still felt good about the manouver.) Both the turns I'd done so far had been left hand turns, so I decided to do a right hand turn whilst still in the area, so I headed back towards the house and did a right hand steep turn. Again, it was text book. I then headed back towards the airfield, making sure I was watching out very carefully for traffic, and also for suitable landing areas as I went. I managed to find an unlisted airfield that my instructor had pointed out once before. Was much easier to spot this time I think because I was concentrating more on flying the a/c rather than worrying about what my instructor was thinking about my flying. (Know what I mean?) Anyway, I did one more right hand steep turn through 360 degrees on the way back and then proceeded back towards the airfield. The clouds to the West had grown much meaner looking, and I could see what looked like torrential rain underneath them. I did my 5 mile inbound call, and then the windscreen started getting rain on it. There was nothing I could do about it, so I didn't let it worry me, and just kept flying the a/c. I overflew the airfield at 1500, checking the windsock as I went. The wind hadn't changed at all, so it was going to be a Rwy 35 landing. I decided I'd do 1 touch and go, and then do a full stop, as the rain appeared to have dissappeared from the windscreen. This is where I made my second blunder, and I turned onto the downwind leg far too soon, leaving me with a VERY tight circuit to contend with, and I was still just under 1500ft. I extended the downwind leg a little, but not enough as it turned out. The wind was still almost non-existent, so I did not lose as much altitude on the final leg as I had hoped. I tried a slip, which I am much more comfortable with now, even if they do feel a little sloppy, but I was still unable to lose as much altitude as I wanted, so as I crossed the threshold, I was still at about 200ft. I thought about landing long, as I was solo, and had about 3/4 fuel in the tanks, but with little wind, I thought it would possibly be safer to just go around, so I did. I was glad I did, as it hilighted my 3rd blunder for the flight, which was that I forgot to do my pre-landing checks whilst on the downwind leg. I gave it full throttle, and stepped to the right of the runway, so I could see it all clearly. Back up I went, realising after a few seconds I still had the carb heat out, (we'll call that blunder 4) and once I pushed it back in, the revs lifted a little more, and all sounded fine again. Back up I went, left onto crosswind, level out at 1000ft, left onto downwind, pre-landing checks, did my call to turn onto base, but did not state whether I was touch and going, or full stopping, as I was unsure what I wanted to do yet. As this was all happening, a helicopter had landed at the fuel bowser, and was again preparing to take off again. As I made my turn onto finals, I decided I'd just do a full stop, as the windscreen was once again showing signs of precipitation. I decided I'd make a radio call now for 2 reasons. (The base call is mandatory. All other circuit calls are optional.) The first reason was to announce my full stop intention, and the second reason was to remind the helicopter that I was about to land, and not to go anywhere yet. This time, I had set up the landing much better from the base leg, and touched her down for an absolute greaser! I reakon the best landing I'd done solo ever. I taxiied clear, made my cler call, and the helicopter then departed. Total flight was 0.8hrs, and very enjoyable. The fact that I was just given the keys and sent on my way was an awesome feeling. It certainly refreshed my love of flying, as just doing circuits lesson in, and lesson out does get a bit monotonous. Total time now is 14.9hrs out of a minimum required of 20hrs. -- Oz Lander. I'm not always right, But I'm never wrong. |
#2
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Another flight done.
I've posted this with all my errors and mistakes included, as I believe
in posting true and accurate accounts of what happened. I state here and now, that I know what they all were, and have learned from them. I do not wish to evoke the sort of criticism I copped last time. Hey Oz -- nice try at a disclaimer, but don't expect it to work. You just have to wear an asbestos rain coat to post here lately, and not worry too much about any negative flames. I always just figure the flamers were abused children, and move on from there... :-) Nice story, by the way. It's always wonderful to read student piloting stories here, IMHO, if for no other reason than to remind everyone that there was once a time when flying was hard work. (Trust me, after you've done if for a while you will look back and marvel at the effort you put into doing steep turns and other maneuvers. Eventually it becomes like riding a bike -- you don't think about it, you just *do* it...) Keep plugging away. It sounds like -- despite your so-called "blunders" -- you're doing great! :-) -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#3
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Another flight done.
Oz.. great Post !!!
Self Recognized "blunders" that are not life threatening are considered learning points. When I first read.. "I called the wife as my house is in the practice area".. I thought... oh no.. what's he going do. But you kept the turns at altitude as directed by the instructor and did not "buzz the house"... great work. Being tossed the keys with instructions, shows the instructor trusts you. Completing the flight as instructed, no phone calls coming in from the neighbors about a low flying aircraft, keeps the trust. I've been watching your posts and tribulations with aircraft and weather. Keep it up.. you'll get there. BT "Oz Lander" wrote in message ... I've posted this with all my errors and mistakes included, as I believe in posting true and accurate accounts of what happened. I state here and now, that I know what they all were, and have learned from them. I do not wish to evoke the sort of criticism I copped last time. Well, I was due to fly at 9am yesterday (Saturday), but a call to the airfield yielded a cancellation due to dodgy weather. We tentatively re-scheduled for the next day, (today), at around lunchtime. The forecast for the next day was meant to be almost worse than Saturday. At 1pm on Saturday, the weather had improved quite considerably, so I decided to call the airfield again and see if the a/c was free for the afternoon, and whether the weather over there was suitable for a flight. The answer to both questions was, to my joy, yes! I drove right over there, and had to wait about 15 minutes for my instructor to finish another flight. When she came into the office, she just gave me the keys, and said "Off you go! Go out into the training area anddo a few steep turns, then come back and do a few circuits, but just watch those clouds, (large mean looking clouds to the West. Training area extends to the East of the airfield.) If it looks like it's starting to rain, come back." The Gazelle is not to be flown in the rain, as it has a wooden prop. I've heard conflicting stories as to whether it can actually be flown in the rain or not, but it's not my plane so I do as instructed. This is the first time I've been handed the keys and sent off on my own. All previous solo flights have always had the instructor come on at least 1 circuit with me before dropping them off and then me going out alone. Also, this was my first solo flight into the training area. All previous solo flight has only been circuits. The grin hit my face before I even got to the a/c. I rang the wife, and told her to be in the back yard in about 15 minutes. As my house is in the training area, I thought I'd fly out and find my hose, and do my steep turns there! How cool! Did the preflight, and then proceeded to start and taxi the a/c to the active. Rwy 35 on this day. I'd done solo circuits on this runway on only 1 other occasion. The wind was almost non existant, but what there was of it was predominantly Northerly. Did my run-up, made my radio call, and off I went. As I took off, I knew I had to wait until I was at either 3nm or 1500ft before I could turn against the normal left turns of the pattern. This was where I made what turned out to be my first blunder. As Avalon's active airspace starts just to the North or the runway I took off from, and that airspace starts at 1500ft, I did not want to make a breach, and turned right a little too early. I was probably only 2 - 2.5nm and not the 3nm required. I put that down to fear of breaching the airspace, something I'm sure will not be an issue next time. I'll just do a normal circuit next time and overfly at 1500, and not in controlled space. I made my way, using the VTC in the a/c (not that I needed it, as I'd been out that way before with the instructor, but I thought I'd best get in the habit of always using a chart so I always know where I am.) I thought I'd better do at least 1 steep turn before I got to my house, so I don't botch it up with the wife watching! ;-) To my surprise, I did it perfectly. Lost no altitude, gained no altitude, and exited the turn exactly back on course. I headed towards the house. I had my altitude at around 2200ft (as advised by my instructor before I left) and made the turn over the house. The wife was in the back yard, and once again, a perfect steep turn through 360 degrees. (I actually lost about 80-100ft this time, but I still felt good about the manouver.) Both the turns I'd done so far had been left hand turns, so I decided to do a right hand turn whilst still in the area, so I headed back towards the house and did a right hand steep turn. Again, it was text book. I then headed back towards the airfield, making sure I was watching out very carefully for traffic, and also for suitable landing areas as I went. I managed to find an unlisted airfield that my instructor had pointed out once before. Was much easier to spot this time I think because I was concentrating more on flying the a/c rather than worrying about what my instructor was thinking about my flying. (Know what I mean?) Anyway, I did one more right hand steep turn through 360 degrees on the way back and then proceeded back towards the airfield. The clouds to the West had grown much meaner looking, and I could see what looked like torrential rain underneath them. I did my 5 mile inbound call, and then the windscreen started getting rain on it. There was nothing I could do about it, so I didn't let it worry me, and just kept flying the a/c. I overflew the airfield at 1500, checking the windsock as I went. The wind hadn't changed at all, so it was going to be a Rwy 35 landing. I decided I'd do 1 touch and go, and then do a full stop, as the rain appeared to have dissappeared from the windscreen. This is where I made my second blunder, and I turned onto the downwind leg far too soon, leaving me with a VERY tight circuit to contend with, and I was still just under 1500ft. I extended the downwind leg a little, but not enough as it turned out. The wind was still almost non-existent, so I did not lose as much altitude on the final leg as I had hoped. I tried a slip, which I am much more comfortable with now, even if they do feel a little sloppy, but I was still unable to lose as much altitude as I wanted, so as I crossed the threshold, I was still at about 200ft. I thought about landing long, as I was solo, and had about 3/4 fuel in the tanks, but with little wind, I thought it would possibly be safer to just go around, so I did. I was glad I did, as it hilighted my 3rd blunder for the flight, which was that I forgot to do my pre-landing checks whilst on the downwind leg. I gave it full throttle, and stepped to the right of the runway, so I could see it all clearly. Back up I went, realising after a few seconds I still had the carb heat out, (we'll call that blunder 4) and once I pushed it back in, the revs lifted a little more, and all sounded fine again. Back up I went, left onto crosswind, level out at 1000ft, left onto downwind, pre-landing checks, did my call to turn onto base, but did not state whether I was touch and going, or full stopping, as I was unsure what I wanted to do yet. As this was all happening, a helicopter had landed at the fuel bowser, and was again preparing to take off again. As I made my turn onto finals, I decided I'd just do a full stop, as the windscreen was once again showing signs of precipitation. I decided I'd make a radio call now for 2 reasons. (The base call is mandatory. All other circuit calls are optional.) The first reason was to announce my full stop intention, and the second reason was to remind the helicopter that I was about to land, and not to go anywhere yet. This time, I had set up the landing much better from the base leg, and touched her down for an absolute greaser! I reakon the best landing I'd done solo ever. I taxiied clear, made my cler call, and the helicopter then departed. Total flight was 0.8hrs, and very enjoyable. The fact that I was just given the keys and sent on my way was an awesome feeling. It certainly refreshed my love of flying, as just doing circuits lesson in, and lesson out does get a bit monotonous. Total time now is 14.9hrs out of a minimum required of 20hrs. -- Oz Lander. I'm not always right, But I'm never wrong. |
#4
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Another flight done.
On Sun, 29 Apr 2007 11:26:49 +0000 (UTC), Oz Lander wrote:
The fact that I was just given the keys and sent on my way was an awesome feeling. Feels just like the first time your dad gave you the keys to the car doesn't it? Hey, I can't help wondering what your landing checklist is in the Gazelle. You've got no flaps... no mixture control... "OK.. checklist, seatbelts -yep, carb heat - yep.. ok, we're done." :-) I ask because I've had 6 different instructors and none of them have insisted on a formal landing checklist. -- Dallas |
#5
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Another flight done.
"Jay Honeck" wrote in message
oups.com... Keep plugging away. It sounds like -- despite your so-called "blunders" -- you're doing great! :-) -- Jay Honeck Thanks Jay. Crash Lander |
#6
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Another flight done.
"Dallas" wrote in message
.. . Hey, I can't help wondering what your landing checklist is in the Gazelle. You've got no flaps... no mixture control... "OK.. checklist, seatbelts -yep, carb heat - yep.. ok, we're done." :-) I ask because I've had 6 different instructors and none of them have insisted on a formal landing checklist. -- Dallas Hi Dallas. The Gazelle has checklists, albeit very short ones! ;-) The pre-landing checklist is simply this: Fuel pump on. Fuel on and sufficient for go around. Brake pressure firm. Hatches and Harnesses secure. That's it! Simple, but easy to forget if you're busy doing other things. Oz Lander |
#7
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Another flight done.
Hi Dallas. The Gazelle has checklists, albeit very short ones! ;-)
The pre-landing checklist is simply this: Fuel pump on. Fuel on and sufficient for go around. Brake pressure firm. Hatches and Harnesses secure. That's it! Simple, but easy to forget if you're busy doing other things. Oz Lander It's like the one we use in our RV: everything forward (mixture, prop) boost pump on power flaps |
#8
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Another flight done.
("Oz Lander" wrote)
I do not wish to evoke the sort of criticism I copped last time. If I use the immortal words of former president Bill Clinton: "I feel your pain" ....I don't want you running around telling everyone you copped a feel from me. g Keep posting. Enjoyed the read. Montblack |
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