Hi! Thought I would do an entry on all of the flying I have been up to in January - which is quite a lot! I now have exactly 40 hours in my logbook, all on the Cessna 172S. The flights have pretty much been half dual, half solo; 16.1 hours of the 40 are solo.
So after my first solo, there were lots more circuits to be done! The lessons were called "circuit variants" and included flapless landings and glide approaches. The flapless landings aren't too bad, as the only difference really is the aircraft's attitude and the slightly higher speed. Glide approaches, however, are rather different to a normal landing. As you descend, you need to try and edge your way closer to the runway in order to make sure that you don't become too low. You then turn on to base a lot earlier than usual and if required, can use flaps. It is vey strange, as you have to have the aircraft in a nose down attitude until flaring height, meaning you are basically nose diving to the runway until the very last second!
Practice forced landings was one of the dual flights this month. This is naturally a very important lesson, as you do need to know what to do should you lose an engine or need to do an emergency landing away from an airfield. We simulate the engine failure after selecting a suitable field and then carry out the necessary procedures before going around at 500ft AGL (which is about 700ft indicated around here).
The next dual flight was steep turns, which is also a sort of mini test to make sure you are ready to go solo out of the Hamilton control zone. This lesson was good fun, as you get to throw the aircraft around a bit and experience a fair bit of positive G.
After this flight, it was the first out of circuit solo. For this we are expected to practice steep turns and PFLs during the 2 hour flight, before making out way back in to land.
Yet more circuits were next, before three general handling and circuits flights. During the general handling parts of the flight we could practice PFLs, steep turns and stalling. I found these flights useful, as you really get a feel for what the aircraft can handle, and get a big confidence boost when you make it in and out of the control zone without any issues!
There have been three instrument flights, which of course, are dual. My instructor first got me to close my eyes and face down, before doing various manoeuvres in the plane and asking me to tell him what I thought was going on. It is a very strange sensation and also surprisingly difficult. After this, I was given control and had to try and fly straight and level with my eyes shut. Again, this was tricky, as your body just isn't designed to be an aircraft instrument!
The second lesson included compass turns, which is when you have to compensate for various errors by either over or undershooting the desired heading, before making slight corrections to get as accurate reading as possible. The third was my favourite - unusual attitudes! My instructor, Grey, had me put on the IFR hood as usual, before putting the aircraft into crazy attitudes. I would then have to recognise this attitude from instruments alone, before recovering and putting the aircraft back into straight and level flight. This flight was also where I had my first experience of negative G - weightlessness. It was absolutely great fun to feel myself hovering above my seat, as well as see my airport plates float into the air!
The past 4 flights I have done have all been nav flights. The first two are dual and the second two solo. These second flights are the same routes as the first two, although in reverse. The first one was basic enough, although I had a fair amount of turbulence going against me. The second, however, was different, as in the dual flight version, you are asked to divert at some stage in the flight, meaning you haven't seen the entire route until you go solo. At the time this seemed pretty daunting although after all of the preparation for the flight, you realise that all you need to do is trust your headings and you will be fine!
The weather has been really nice over the past few days and I have seen some spectacular sights whilst buzzing around New Zealand. Just take a look at some of these photos:
So after my first solo, there were lots more circuits to be done! The lessons were called "circuit variants" and included flapless landings and glide approaches. The flapless landings aren't too bad, as the only difference really is the aircraft's attitude and the slightly higher speed. Glide approaches, however, are rather different to a normal landing. As you descend, you need to try and edge your way closer to the runway in order to make sure that you don't become too low. You then turn on to base a lot earlier than usual and if required, can use flaps. It is vey strange, as you have to have the aircraft in a nose down attitude until flaring height, meaning you are basically nose diving to the runway until the very last second!
Practice forced landings was one of the dual flights this month. This is naturally a very important lesson, as you do need to know what to do should you lose an engine or need to do an emergency landing away from an airfield. We simulate the engine failure after selecting a suitable field and then carry out the necessary procedures before going around at 500ft AGL (which is about 700ft indicated around here).
The next dual flight was steep turns, which is also a sort of mini test to make sure you are ready to go solo out of the Hamilton control zone. This lesson was good fun, as you get to throw the aircraft around a bit and experience a fair bit of positive G.
After this flight, it was the first out of circuit solo. For this we are expected to practice steep turns and PFLs during the 2 hour flight, before making out way back in to land.
Yet more circuits were next, before three general handling and circuits flights. During the general handling parts of the flight we could practice PFLs, steep turns and stalling. I found these flights useful, as you really get a feel for what the aircraft can handle, and get a big confidence boost when you make it in and out of the control zone without any issues!
There have been three instrument flights, which of course, are dual. My instructor first got me to close my eyes and face down, before doing various manoeuvres in the plane and asking me to tell him what I thought was going on. It is a very strange sensation and also surprisingly difficult. After this, I was given control and had to try and fly straight and level with my eyes shut. Again, this was tricky, as your body just isn't designed to be an aircraft instrument!
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| Flying with one of these on is certainly interesting! |
The past 4 flights I have done have all been nav flights. The first two are dual and the second two solo. These second flights are the same routes as the first two, although in reverse. The first one was basic enough, although I had a fair amount of turbulence going against me. The second, however, was different, as in the dual flight version, you are asked to divert at some stage in the flight, meaning you haven't seen the entire route until you go solo. At the time this seemed pretty daunting although after all of the preparation for the flight, you realise that all you need to do is trust your headings and you will be fine!
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| Both of my solo nav flights have been on ZK-JMY |
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| Every day I get more excited about getting to fly one of these in the not too distant future! |
