Unusually the aircraft had full tanks so there was no need to fuel up following the pre-flight inspection, so we took off and headed out to our area. This time the instructor did the take off but I got fly us up to cruise altitude after the wheels left the ground. Once we were clear of Hamilton's control zone we picked out an easy to find landmark, which happened to be Mt Pirongia, sticking some 3000 ft into the sky as our reference point.
Judging the turn can be harder than it looks when you cant stare continuously at the instuments (unlike flight sim), thankfully there are some bolts on the engine cowling which you can line up with the horizon to keep roughly a correct angle of bank. The aircraft needed quite a bit more backpressure on the yoke then I first anticpated, but after a few 360 degree turns I finally began to get the hang of it.
Following the left hand turns, we moved onto right turns which are even harder because the bolts that you would use to line up a left turn now droop below the horizon, as the pilot is sitting up higher due to the bank angle. This was a pain but like the left turns I got used to it after a while, before we finished off the lesson with a left and then right turn before heading back to the airport for landing.
Upon landing we hit a pothole or something in the grass, the instructor said that part of the runway needs flatenning out better. We taxied back to the clubhouse for shutdown and the instructor got me to write down the time we flew on the Hobbs meter. Next lesson will be climbing and descending turns.
Saturday, October 27, 2007
Lesson Five: Descending
This was to be my fifth flying lesson, descending. In the briefing we covered things such as the effects of wind directions on the descent, gliding, and effects on the engine that descending has, such as spark plug fouling at low RPM.
On our engine run up we suffered a minor problem with our right magneto which was very rough running, but that problem was soon corrected by increasing power to 2000 RPM and we leaned out the fuel mixture for half a minute or so, which magically cleared the engine. I was the only person with my feet on the brakes so I made sure my feet didn't slip off them because we would soon be accelerating down the taxiway (cruise power during flight is just 300 RPM more)!
This lesson the instructor let me take off by myself which was awesome, I just need to pull back on the yoke a bit faster, other then that it was pretty good. (better than pulling back too fast, I guess).
Soon we were in the air and we headed out to the area to practice descending. Like the other lessons the instructor showed me how to do a descent, and then I had a go at it, using the P.A.T. mneumonic yet again, and we practiced both glide and cruise descents for the rest of the lesson. There isn't really a lot you can talk about climbing and descending, as it's pretty self explanatory.
Highlight would definitely being able to take off by myself for the first time, that was quite a feeling.
On our engine run up we suffered a minor problem with our right magneto which was very rough running, but that problem was soon corrected by increasing power to 2000 RPM and we leaned out the fuel mixture for half a minute or so, which magically cleared the engine. I was the only person with my feet on the brakes so I made sure my feet didn't slip off them because we would soon be accelerating down the taxiway (cruise power during flight is just 300 RPM more)!
This lesson the instructor let me take off by myself which was awesome, I just need to pull back on the yoke a bit faster, other then that it was pretty good. (better than pulling back too fast, I guess).
Soon we were in the air and we headed out to the area to practice descending. Like the other lessons the instructor showed me how to do a descent, and then I had a go at it, using the P.A.T. mneumonic yet again, and we practiced both glide and cruise descents for the rest of the lesson. There isn't really a lot you can talk about climbing and descending, as it's pretty self explanatory.
Highlight would definitely being able to take off by myself for the first time, that was quite a feeling.
Friday, October 5, 2007
Lesson Four: Climbing (2nd February 2006)
From now on I'll try and concentrate more on the flying part of the lesson than the theory part, but lets start with the theory and get it over and done with. First of all the instructor taught me about the factors affecting the climb, which are climb performance, power, weight, altitude, and flap, with some only making minor changes, others making quite large changes.
We taxied out to the runway for departure to the area for climbing practice. Once we were established in the climb out of airport, the instructor gave me the controls and I climbed us up. I was then demonstrated a perfect climb to about 2000 ft and then I had a go, using the P.A.T. mnemonic from the previous lesson and climbed up to higher. We then completed a few more climbs, at the same time the instructor was pointing out how to maintain the climb, such as using ailerons, rudder, and the elevators, as well as your scan, e.g. lookout (outside) followed by attitude, and then checking your instruments.
Once you have completed the climb, you return to straight and level flight by using the following mnemonic, A.P.T. Basically that means lowering the nose with elevator to your desired attitude, then reducing power back down to 2300 RPM, and finally trimming the aircraft to relieve any undesired control pressures that may be present. Last but not least we went over the effect of flap. So that brings to the end of my 4th lesson - climbing.
We taxied out to the runway for departure to the area for climbing practice. Once we were established in the climb out of airport, the instructor gave me the controls and I climbed us up. I was then demonstrated a perfect climb to about 2000 ft and then I had a go, using the P.A.T. mnemonic from the previous lesson and climbed up to higher. We then completed a few more climbs, at the same time the instructor was pointing out how to maintain the climb, such as using ailerons, rudder, and the elevators, as well as your scan, e.g. lookout (outside) followed by attitude, and then checking your instruments.
Once you have completed the climb, you return to straight and level flight by using the following mnemonic, A.P.T. Basically that means lowering the nose with elevator to your desired attitude, then reducing power back down to 2300 RPM, and finally trimming the aircraft to relieve any undesired control pressures that may be present. Last but not least we went over the effect of flap. So that brings to the end of my 4th lesson - climbing.
Straight and Level (9th January 2006)
Lesson number three was Straight and Level, turned out to be a relatively simple and straight forward lesson, which helps when you're just starting out!
We started off with the forces acting on an aircraft in flight, which are lift, thrust, weight, and drag. When all four forces are equal, the plane is said to be in equilibriam (or straight and level). The instructor quickly went over the tailplane, which is used to balance out any residual pitching movements that may take place. Following that part of the theory, I learnt about straight and level at different airspeeds.
Once we got to cruise altitude in the area, I learnt how to attain straight and level from the climb, and there is a useful mnemonic 'APT' which stands for attitude power and trim, so you carry out those tasks in that order. Generally attitude and power can be carries out in relatively short sucession, however trim has to be done a little later on once the planes attitude and airspeed has settled down. My next exercise was maintaining straight and level flight, which is obviously simple except when a large gust of wind came and kicked the tail out to the side, meaning you would have to correct it. Following that was attaining straight and level from the descent, which used the same 'APT' mneumonic of attitude, power, and trim. Last of all was regaining altitude, so if you want a small altitude change , no extra power is required as you just put in more elevator, while larger changes require more or less thottle.
We started off with the forces acting on an aircraft in flight, which are lift, thrust, weight, and drag. When all four forces are equal, the plane is said to be in equilibriam (or straight and level). The instructor quickly went over the tailplane, which is used to balance out any residual pitching movements that may take place. Following that part of the theory, I learnt about straight and level at different airspeeds.
Once we got to cruise altitude in the area, I learnt how to attain straight and level from the climb, and there is a useful mnemonic 'APT' which stands for attitude power and trim, so you carry out those tasks in that order. Generally attitude and power can be carries out in relatively short sucession, however trim has to be done a little later on once the planes attitude and airspeed has settled down. My next exercise was maintaining straight and level flight, which is obviously simple except when a large gust of wind came and kicked the tail out to the side, meaning you would have to correct it. Following that was attaining straight and level from the descent, which used the same 'APT' mneumonic of attitude, power, and trim. Last of all was regaining altitude, so if you want a small altitude change , no extra power is required as you just put in more elevator, while larger changes require more or less thottle.
Effects of Controls 2 (30 Dec 2005)
First of all we summed up what I learnt in the previous lesson, and checked if I had any questions, which I didn't. Following the conclusion of that, we went through the effects of power changes, e.g. with reduced power the nose yaws to the right and the plane pitches down, while with increased power the plane yaws to the left and the nose pitches up. As the prop is only rotating in one direction, it causes yaw to one side - simple enough!
Following that part we moved onto the anicillary controls, which happens to be the flaps and trim, which were simple to understand as well. Which brings me to the best part of a lesson, the flying itself. I had a fiddle round with the throttle to notice how the plane reacts to power changes, which was quite a bit more than I thought it would be. Next part of the lesson was the flaps, in which I had to slow the plane down into the white flap area part of the speed indicator, so the flaps could be deployed. Lowering flap raises the nose of the aircraft, while retracting does the opposite and lowers the nose. Once that was over with the instructor taught me how to trim the aircraft, it's a great feeling when both you and the instructor can take your hands off the controls and the plane virtually flies itself, much easier then holding the yoke back or forward all the time!
Well that sums up yet another flying lesson.
Following that part we moved onto the anicillary controls, which happens to be the flaps and trim, which were simple to understand as well. Which brings me to the best part of a lesson, the flying itself. I had a fiddle round with the throttle to notice how the plane reacts to power changes, which was quite a bit more than I thought it would be. Next part of the lesson was the flaps, in which I had to slow the plane down into the white flap area part of the speed indicator, so the flaps could be deployed. Lowering flap raises the nose of the aircraft, while retracting does the opposite and lowers the nose. Once that was over with the instructor taught me how to trim the aircraft, it's a great feeling when both you and the instructor can take your hands off the controls and the plane virtually flies itself, much easier then holding the yoke back or forward all the time!
Well that sums up yet another flying lesson.
Lesson One: Effects of Controls (29 Dec 05)
The instructor started by talking me through the theory part of the lesson. It was pretty straight forward, we were pretty much just learning what the controls of the plane do such as the ailerons, rudder, elevator, how lift keeps the plane in the air, the basic controls of the cockpit, and the 'Im Safe' checklist. Once that half was over with, we moved onto the a couple of main effects: airspeed, and slipstream, which would make up the basis of the lesson.
We then climbed into the aircraft with the instructor giving me a lesson on how to belt yourself into the harness, before getting me to write down the aircraft flight time and checking all the airworthness certificates, flight manuals, axe, fire extinguisher, etc were on board. We then started the aircraft up and I got to taxi the aircraft out the runway for takeoff, and soon we were full throttle down the runway, a couple of minutes later we arrived at cruise altitude and we levelled off.
My first exercise of the day was the effect on the controls at different airspeeds, so the instructor first set a attitude and allowed the airspeed to settle. I then had a bit of a fiddle with the elevator, rudder, and ailerons to feel the firmness of them, which was quite a bit stiffer then I thought they would be. Keeping the same power setting we pitched up until our airspeed was reduced - we then did the same thing, taking notice how the controls dont have as much feel at slower airspeeds, as there is less air flowing over them. Second exercise was the effect of slipstream, where airspeed was maintained but power settings were varied - with the elevator and rudder becoming more effective due to slipstream from the engines - differing from the 'different airspeeds' exercise above where there was a constant airflow over all parts of the plane rather then just the elevator and rudder. (Sorry I dont really no how to explain that, I hope you get me) Once that was over with it was time to head back to the airport for landing, so the instructor let me have a go at the approach with help, before touching down at the stall warning on the runway.
Overall it was an interesting lesson, with time to enjoy the scenery. I then taxied back before sutting down.
We then climbed into the aircraft with the instructor giving me a lesson on how to belt yourself into the harness, before getting me to write down the aircraft flight time and checking all the airworthness certificates, flight manuals, axe, fire extinguisher, etc were on board. We then started the aircraft up and I got to taxi the aircraft out the runway for takeoff, and soon we were full throttle down the runway, a couple of minutes later we arrived at cruise altitude and we levelled off.
My first exercise of the day was the effect on the controls at different airspeeds, so the instructor first set a attitude and allowed the airspeed to settle. I then had a bit of a fiddle with the elevator, rudder, and ailerons to feel the firmness of them, which was quite a bit stiffer then I thought they would be. Keeping the same power setting we pitched up until our airspeed was reduced - we then did the same thing, taking notice how the controls dont have as much feel at slower airspeeds, as there is less air flowing over them. Second exercise was the effect of slipstream, where airspeed was maintained but power settings were varied - with the elevator and rudder becoming more effective due to slipstream from the engines - differing from the 'different airspeeds' exercise above where there was a constant airflow over all parts of the plane rather then just the elevator and rudder. (Sorry I dont really no how to explain that, I hope you get me) Once that was over with it was time to head back to the airport for landing, so the instructor let me have a go at the approach with help, before touching down at the stall warning on the runway.
Overall it was an interesting lesson, with time to enjoy the scenery. I then taxied back before sutting down.
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