3 touch 'n' goes, a go around and a landing

I flew G-CETD again today. Flora and George came to the aerodrome (George shot some video of me taking off and landing). My eighth lesson was 4 circuits to the South landing on runway 26. I did three touch and goes (landing on then dropping to one stage of flap and a full power take off all in one) and on the final circuit landed to a stop and taxied back down the runway to carry out the post flight checks and park.

The weather was OK. These circuits are about me becoming increasingly aware of other traffic and flying the circuit properly whilst undertaking the correct checks. On the whole, I did OK but I'm still not trimming the descent well. Keith got me to concentrate on maintaining the airspeed at 70 knots with full flap on and controlling the airspeed with pitch better. My approaches were all good once I was trimmed correctly and my landings were variable (one good the rest a bit ropey).

We also flew one 'go around' (normal approach to landing but climbing out straight over the runway at full power to 1,000ft) because there was another aircraft lining up to take off. The flight was also noteworthy because there was quite a bit of traffic. At one point, I had to slot in behind one aircraft landing and another behind me with a separation of about 2 miles between us.

Keith has said it's more circuits next time and then we will go for my first landing at another aerodrome.

See brief video below of me landing at Elstree (filmed by George from the backseat on 15 February).

Stalling…again… & a good landing

Today, Sunday 21, March I flew my 7th lesson in Piper PA28 G-CETD. I took off on runway 26 at 17:55 and landed an hour later. The objective was to complete the second stall element of the course: stalls in different flight configurations. This was to ensure that I can recover from a stall, particularly when on final approach with full flaps on.

After the usual pre-taxy and take off checks, I took off towards the west on runway 26 into the late afternoon sun. I really concentrated and got the power/rudder balance sorted which was great. We went out towards Aylesbury again, keeping below 2,400ft cruising at a 70% power setting. Once past Amersham, I climbed to 3,200ft and levelled off. Keith demonstrated the standard stall procedure again and then showed the stall recovery in the full flap configuration (with the nose lower at lower stall airspeed).

My first standard stall recovery, in the clean configuration (e.g. no flaps on), was a bit over-enthusiastic (more of a power dive!). He explained that it was more a matter of releasing the pressure on the control column and applying full power. I progressed to the full flap stall configuration and did a further four stall recoveries just right.

I then descended to 2,200ft on a bearing of 190 degrees to return to London. We had a fantastic view of Wembley stadium and in particular of the sun lighting up Canary Wharf in the distance.

This was the first time that I flew a landing approach from the West curving back round to land in an westerley direction (with the sun full in our faces). We followed the M25 motorway until past Potters Bar then descended to 1,800ft to turn South before turning on an easterly heading towards Elstree Aerodrome.

Despite the sun limiting our visibility, I could just about make out the runway from 5 miles. I commenced a gradual descent and after setting the 3 stages of flap, trimmed the aeroplane into a 75 knot descent to runway 26.

My first really good landing. All the revision and thinking (and flying my train seat while I commute!) paid off. I came in right on the button, levelled off and pulled the flare in just right. I know they always won't be like this but I really thought to myself: "I CAN do this flying thing!".

This lesson was also interesting for being the first time that I have taxied on grass before takeoff and after landing. It requires a bit more ummmpf to get going but it seemed OK (except I got the wing a bit close to some bushes - no damage done though!).

Keith seems to think I continue to progress well. He encouraged me to study my Air Law book as I need to pass the exam (and my medical before I go solo). Here's a hostage to fortune: Keith reckons that at my current rate of progress (and assuming I pass the Air Law exam and my medical) I could go solo within another 4 or 5 hours tuition…gulp! Loving it, I wish I had done this years ago and if anyone is reading this out in cyberspace: start flying now!

My first full circuits …in poor weather!

On Friday, 12 March I flew my first full circuits (take off, climbing turn onto the cross wind leg, levelling off at 1000ft for the downwind leg, descending on the upwind base leg and turning back onto the final leg for landing). I flew G-CEEV again but this time with a new instructor, Chris. This was daunting because on this lesson (my sixth) I had to put together everything I have learned so far.

The weather was really quite poor, very low cloud (about 1,600ft) and an 18knot crosswind from the North.

My takeoffs and climbs were OK (although at times I was using insufficient right rudder in the climbing turn). I flew the southern circuit four times with three touch and goes and landing to a stop on the fourth circuit. The main lesson (apart from the mental pressure of sticking the whole process together) was remembering and acting on 'BUMFRAHL' on the downwind leg: brakes (foot brakes operational and hand brake off), undercarriage (fixed), mixture (not relevant on this diesel 'plane), fuel (electric fuel pump backup on), radio (called "Echo Victor downwind", followed by "Echo Victor" when acknowledged by the control tower), altitude (confirm still at 1,000ft), harnesses (secure and tight) and landing light (on). It may not seem like much but remembering the sequence, doing the checks, and making the radio call whilst controlling the attitude and altitude correctly with the cross wind chucking us about was pretty challenging. I think I did OK though.

Also, my trimming in the descent was not always great but I understand this and am getting this under control (being poorly trimmed on finals means the control column is harder to manage on landing - this may be contributing to my variable landing performance!).

Both instructors have said my final flare on landing will improve and this will come with practice; I'm sure it will but it's frustrating! Still, apparently if I can do circuits in these conditions, I will find it easier when the weather is better. Next lesson is Stalls Part2: stalls in the turn (slightly more dicey apparently!)

Slow flying & stalls

8 March 2010. Went up for my fifth lesson in sunny but slightly hazy conditions in G-CETD (the 4th aeroplane I've flown) in cold conditions with a slight crosswind from the north. Keith explained that I should handle the crosswind on takeoff by turning the ailerons into the wind on the initial takeoff run until 40 knots was reached then neutralise the column for the remaining roll before rotating. I did a decent enough take off and after levelling out at 1,500 ft headed off to the usual area just north of Chesham and west of Aylesbury.

Keith demonstrated the stall recovery twice: first without then with power. I then did 4 stall recoveries, firstly without power (power to idle, maintain back pressure on the control column to maintain altitude until the stall warning buzzer kicks in then feel the shudder in the airframe as the wings stall; immediate recovery is control column forward with right rudder and then level, losing about 400ft) and then the standard stall recovery [SSR] (same as before but with full power applied at the same time before climbing out, maintaining attitude and trimming; losing only about 80-100ft).

I then flew back to Elstree and carried out the standard approach and a much better landing than last time (we had talked through the flare and rudder control carefully before the flight). Still making good progress: I got a smiley face in my record from Keith! :)

Climbing, glidings & turns

On 17 February, I completed Exercises 7 & 8: climbing and ascending in G-OOFT for my third lesson. The focus was on PAT: power, attitude then trim. The aim is to fly the climbed trimmed and hold the attitude whilst at 75 knots. The weather, as usual was pretty overcast and we didn't get above 2,300 ft. Comment from Keith: "Everything is coming along nicely." which is dead encouraging.

Today, 2 March, I flew G-CEEY for my fourth lesson in brilliant blue sky; we focused on turns in the climb and glide. Need to watch out for reduced stall margins whilst flying the manoeuvre. I climbed several times to 3,500 ft and then did both level and turned glide descents in full control. We then progressed to the same manoeuvres under different flap configurations. Once I had this sorted, we then did glide descents under full flap and then 'go arounds', i.e powering away. We did this on an old disused runway, descending to 700ft, 1/2 mile from touchdown and the powering out, managing attitude and trimming the climb. I then flew back from the Aylesbury area, where we had been pootling about, back to Elstree and flew a great approach, including all the radio work, and a pretty ropy landing (didn't flare at the right time and ballooned a bit and swung left on touchdown). I was a bit disappointed but Keith again was very positive about my progress so I guess I'm on track. Next week: stalls and stall recovery!