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!