Saturday, February 5, 2011
Tuesday, January 25, 2011
Best Pilot Headset = Lightspeed Zulu
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| Lightspeed Zulu Aviation Headset |
The major competition, according to untold Google searches, is that the BOSE A20 is now the king of the hill. I tell you what, I almost agreed and got drawn into the mega marketing that is BOSE. However being one of those types that has to research and research until finally the point comes where you try yourself then research again, I made a different decision. The Lightspeed Zulu across the broader criteria suited me the best.
To qualify my position, I'm a huge BOSE fan. I have a BOSE Acoustimas 15 surround sound system in the living room, a pair of BOSE 251 SE outdoor speakers by the pool and my iMac lets itself be heard through a set of BOSE Companion 5 multimedia speakers. So the BOSE headsets were almost a given. My cousin, a commercial pilot who transverses the pacific at least weekly (in Boeings) even said, you gotta get BOSE.
So my evaluation was literally based on the fact that the headset should not consume any conscious thought when in the air. They should just be there, like your jocks, perform their function really well and you should not have to compensate or suffer any level of discomfort as a result of their close proximity with your body. This translated to these high level criteria:
- light and comfortable (I'm easily distracted)
- strong noise cancelling capability (still easily distracted)
- great mic capability (I don't want to have to swallow the mic)
- mobile phone integration (gadget freak)
- great sound (your dealing with an audiophile here)
Having spent the first few hours of my somewhat short flying career wearing flight school David Clark's, I knew exactly what I didn't want. They were inverse to the above criteria.
When you cut through what the large community of evaluations say (consider only those that are not flanked by BOSE advertisements), you get a picture than these Lightspeed Zulus have the overall edge of the Bose A20s. There are tonnes of real pilots who have used and tested both. Me, I can't argue with those using them hour in and hour out, but I can form my view.
They are very close when it comes down to it. The BOSE A20 look better, have a better brand cred, but suffer on price. The price no doubt comes from brand cred, the huge marketing expenses and the market position of BOSE in aviation. The price for me wasn't a decider. This is overcome by convincing oneself that, "you'll have them for life"...
On the lightness and comfort, noise cancelling and mic, it was near impossible to differentiate. The test I used was to validate these criteria was to put on the headset, make a phone call while the kids argued and look to "dad" for mediation, then assess the ability to conduct the call. Well the noise cancelling ability removed their pleas for intervention and I could conduct the phone call in peace. Actually the Lightspeeds Zulu had better sound cancelling than the Bose A20 with this test.
The deciders was the sound quality and the gadget integration. Both the Bose A20 and Lightspeed Zulu did connect to my iPhone 4 easily. They both were able to initiate voice control and I could issue voice commands. The problem I found here though was that when I issued the voice commands with the Bose A20, I would get the wrong action. When I did the same test with the Lightspeed Zulu, I didn't have a problem. For example, I would issue the voice command "Play Jay-Z and Alicia Keys". With the Lightspeed, "Empire State of Mind" started and played beautifully in my ears. The same test on the Bose A20 had my phone say, "Calling Jean-Michel Charette". What the? But I could repeat the test consistently and had both myself and the shop assistant confused...
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| Lightspeed Zulu gets the thumbs up |
So, a few points to finish up. Since having the Lightspeeds, I can't recall them even featuring entering my conscious thought while in the plane. My flying instructor now has ordered a pair. When he went to the aviation shop onsite at Jandakot, there were none left as the Royal Flying Doctor Service (RFDS) had bought them all up as the preferred headsets by their flight crews.
Do yourself a favour, look more broadly than strong marketing opinion and consider giving up where history mis-guide your choices, buy the Mac... I did and have never looked back!
Sunday, January 16, 2011
Lesson 10: More Circuits
The plan for yesterdays lesson was to get in as much circuit practice as possible, primarily to work on the landings. With an hour and a half first thing in the morning, the conditions should be spot on. Maybe less wind and of course the opportunity to maximise the number of circuits.On arriving at Jandakot, it was runway 12, so that meant all the circuit and general traffic were going to have to share. Normally with runways 06 or 24, there are parallel runways to separate the traffic, meaning less hold ups. The wind heading was 160 at 15 knots and a cross of 12. Not exactly what I had ordered. My instructor asked several times if I was sure I wanted to go up, let alone an hour and a half. Primarily because he knew I wanted to work on my landings without cross winds, like every other time. When you wait a week and are excited to get up, a slight variance from perfect is still good.
We had VH-IGX today. So we did the pre-flight, found she had 80 litres on board (full) and but we needed to add some oil. With that all done, we headed straight off. There was already 3 aircraft queuing and 3 more in the run-up bay. In addition, 3 aircraft were already doing circuits.
By the time we taxied and did our run-up, there were 3 in front. It wasn't a long wait though, within 5 minutes were were all airborne. It was straight into the circuits today. This was the first time doing circuits on runway 12 and I wasn't sure of the typical waypoints for turning each leg. After the first though, which on the Google Earth trace, showed was the widest and less rectangular patter, it was straight forward.
We had 3 others in the circuit with a significant share of others departing and arriving into the circuit for their landings. I actually valued the shared runway today, as it taught me 10 times more about situational awareness than any previous lesson. We had all sorts. Arrivals in front, behind, entering from the east, west, north and south. We also had another aircraft who joined for circuits in front who with their twin decided to extend the downwind leg. Its a bit annoying as it extends yours too. Our strategy, slow down and wait for them to come back and still try and maintain our regular downwind leg. However looking back on the GPS log, we had a few irregular patterns. All of which were generally joining behind an inbound aircraft. The other thing I noticed on the GPS track, was I managed to fly through the middle of my brothers house.
The other skill that isn't really discussed though, is spotting other aircraft. It is a bit of a challenge, particularly when they are lower and inbound. With the background of buildings it is often really difficult. The tower tries to help you though, "the twin should be in your 1 o'clock, sorry, your 11 o'clock". I found an aircraft at 11 o'clock and at 1 o'clock. We made a call to the tower to double check, it was the 1 o'clock. It pays to double check when your not sure.
So the long and short of the lesson, how did the landings go? They were ok. Out of the 12, Adam assisted 3 times, being the first 3. After that it was all me. Of the 9 remaining then, 2 were perfect, 1 was good, 1 was a bit hard. The rest, well they all had a balloon. What I was doing when pulling into the flare, was rather than just straight and level, I was pulling back a little too much. I didn't make the same mistake as last lesson and lower the nose, I kept it high. The first balloon we were a little high and the touchdown was a bit harder than one would like. The rest were actually ok. After the first, Adam suggested a little bit of power to help soften the balloon. By the end, all the balloons actually resulted in a pretty good touchdown. Anyway, the post-mortem, when you nail the landing, you get a big smile and you crave more...
Here is the Google Earth map of the lesson.
Saturday, January 15, 2011
Soft Leather Pilot Bag
Every pilot needs a good bag to carry their gear. There are headsets, navigation aids, kneeboard, VFR maps, timers, books, more books, torch, personal GPS, pens, logbook, clipboard, spare undies and most important your aviator sunglasses.
There are probably many elements that will go into the selection of the appropriate bag. Some that I've heard and others that I'm still years away from understanding. For me being a student, it is about practicality and keeping everything together. There could be the cool factor as well, "Yep this giant black rigid bag on wheels means I'm very important, there are lots of very important things in there that pilots need" (like your credit card to pay for the lesson when your done)...
So my choice, a black soft leather bag from PilotMall.com. Why, on advice, a soft bag can be jammed into smallist spaces, can weather a good few bumps, and has a safe spot for everything you need including your credit card. The other reasons, I didn't want one of the big black boxes (aka bags) and it actually looks good as well.
In general I'm really happy with the bag. Despite the $80USD to ship it to Australia, it is going to last a good while. There are a few drawbacks with this bag however. Lets talk about those.
First, the inside of the bag has a soft thin lining. The velcro in the main part of the bag is attached to that lining. When you attempt to remove or place any pressure on the velcro, the lining rips. Its pretty poor quality from that regard. The disappointing thing is that takes away in many respects from all the good qualities of the bag, which in every other way is well put together. The other minor niggles, the end pockets will not fit your headset and the your log book doesn't fit in the pocket shown in the picture...
So, overall I'm happy. With all my student training books packed in, my Lightspeed Zulu's, log book (in the size pocket), Go-Pro, GPS and a other bits and pieces, it fits well. Watch this space to see what PilotMall is going to do about the lining, which in my case was already torn when it arrived.
The alternative which I've heard is the bag to have, the BrightLine Pilot Flight Bag. Too small for my current needs, but maybe post PPL, it could be an option...
There are probably many elements that will go into the selection of the appropriate bag. Some that I've heard and others that I'm still years away from understanding. For me being a student, it is about practicality and keeping everything together. There could be the cool factor as well, "Yep this giant black rigid bag on wheels means I'm very important, there are lots of very important things in there that pilots need" (like your credit card to pay for the lesson when your done)...
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In general I'm really happy with the bag. Despite the $80USD to ship it to Australia, it is going to last a good while. There are a few drawbacks with this bag however. Lets talk about those.
First, the inside of the bag has a soft thin lining. The velcro in the main part of the bag is attached to that lining. When you attempt to remove or place any pressure on the velcro, the lining rips. Its pretty poor quality from that regard. The disappointing thing is that takes away in many respects from all the good qualities of the bag, which in every other way is well put together. The other minor niggles, the end pockets will not fit your headset and the your log book doesn't fit in the pocket shown in the picture...
So, overall I'm happy. With all my student training books packed in, my Lightspeed Zulu's, log book (in the size pocket), Go-Pro, GPS and a other bits and pieces, it fits well. Watch this space to see what PilotMall is going to do about the lining, which in my case was already torn when it arrived.
The alternative which I've heard is the bag to have, the BrightLine Pilot Flight Bag. Too small for my current needs, but maybe post PPL, it could be an option...
Tuesday, January 11, 2011
Lesson 9: Flying circuits
Saturday just gone was my first lesson for 2011. It was mid-arvo and looking back at the ATIS notes on my clipboard the winds were from the South West at 18 knots with cross wind of upto 10 knots. It was still earlier in the day, so maybe morning lessons could be a better choice.
This lesson was the second for circuits. It was literally a repeat of the first lessons, but focusing considerably more on all the checks, flying a clean pattern and the main bit, nailing the landing. So this lesson involved 2 go-arounds and 5 landings. Blow by blow, this is how it played out...
Pre-flight was a quiz, Adam drew the circuit path on the whiteboard and my job was to fill it out with everything we would need to do. That went pretty well. Just quietly I've had the acronyms pinned up at work and have been glancing at them for the last couple of weeks for this exact moment. Still I managed to get two things wrong, but nothing flying 7 circuits wouldn't fix. This week, the pin up is going to say "Carb Heat, Carb Heat, Carb Heat". I forgot it on the whiteboard and 6 times in flight...
What you forget after a few weeks out of the cockpit is how fast it all happens, the 3d movement and the smile :)
All I'll say about flying the circuit pattern itself was:
The first landing I was a bit high, so I called a go-around. We have to do one anyway as part of the circuit training. Cool, easy, until the tower called us a short upwind leg and asked us to turn early. That was new... The second circuit, the tower called a go-around on us. This was due to an aircraft needing to make an emergency landing on runway 12 (which cuts across the end of our runway. Meant was had a birds eye view of the stricken aircraft coming in to land safely. That was a relief and I'm sure for him too. Perfect glide landing without engine, sweet...
The rest were all touch and go's. I progressive improved, with a few no-no's learnt on the way. Ok, I just hadn't got the flare well understood, but have it figured now. Back off power, pull straight and level at small building height, cut power to idle and hold the nose attitude up as the aircraft sinks using a reference point at the end of the runway. So, I managed to pull the nose up too quickly and ballooned us, then proceeded to drop the nose and only just pull us back up just above level for a "firm" touchdown. Oops. So the second to last was ok, but needed a little assistance as a cross wind gave us a sweep during flare. Then the last...
On the way in Adam said there was no help coming regardless (he has said that before, but is always there to help when needed :). Cool, as he sat back I asked if he was nervous. We were on finals, maybe 400 feet and agreed the area was clear and we were going in. The radio call from the tower confirmed our approval. The track was sweet, the centre line was through my bum, he answered, "no its looking perfect". 2 seconds later a gust pushed us well wide of the runway, he quickly piped up, "but I am now". Anyway, his good instructing paid off, I brought us back with 250 feet in hand, that centre line centre again. Anyway, over the threshold, eyes on the other end of the runway, power back, flare, progressive attitude and sqreech, touchdown! Got a good one, short roll and onto the taxiway. Yay, it felt good to finally nail a good landing. Oh yeah, this was the one circuit that the carb heat was done right too...
Debrief was good and apart from the flare and carb heat discussions, Adam was happy. He reckons another hour together, an hour with Peter and it is likely Peter will send me up for the first solo. Can't wait! The catch, remember the blog post on forms, well CASA have still to process my ASIC and Student Pilot license application which will take 6 weeks. It didn't help that they were sitting in the bottom of my bag waiting. Tip, get your forms processed early early early! Anyway, just means we move onto advanced circuits (no flaps etc)...
Below is the 3D flight path of the lesson (Google Earth Gadget) or click here to download the file to view in Google Earth...
This lesson was the second for circuits. It was literally a repeat of the first lessons, but focusing considerably more on all the checks, flying a clean pattern and the main bit, nailing the landing. So this lesson involved 2 go-arounds and 5 landings. Blow by blow, this is how it played out...
Pre-flight was a quiz, Adam drew the circuit path on the whiteboard and my job was to fill it out with everything we would need to do. That went pretty well. Just quietly I've had the acronyms pinned up at work and have been glancing at them for the last couple of weeks for this exact moment. Still I managed to get two things wrong, but nothing flying 7 circuits wouldn't fix. This week, the pin up is going to say "Carb Heat, Carb Heat, Carb Heat". I forgot it on the whiteboard and 6 times in flight...
What you forget after a few weeks out of the cockpit is how fast it all happens, the 3d movement and the smile :)
All I'll say about flying the circuit pattern itself was:
- to the female pilot in her own 2 seat Van's kit aircraft, you own Adam and I beers! (due to her long up-wind and down-wind legs, we had to follow and/or slow down as a result)
- the base leg was fun with a 20 degree yaw to compensate for the drift
- remember to turn on that damn carb heat, its not hard...
The first landing I was a bit high, so I called a go-around. We have to do one anyway as part of the circuit training. Cool, easy, until the tower called us a short upwind leg and asked us to turn early. That was new... The second circuit, the tower called a go-around on us. This was due to an aircraft needing to make an emergency landing on runway 12 (which cuts across the end of our runway. Meant was had a birds eye view of the stricken aircraft coming in to land safely. That was a relief and I'm sure for him too. Perfect glide landing without engine, sweet...
The rest were all touch and go's. I progressive improved, with a few no-no's learnt on the way. Ok, I just hadn't got the flare well understood, but have it figured now. Back off power, pull straight and level at small building height, cut power to idle and hold the nose attitude up as the aircraft sinks using a reference point at the end of the runway. So, I managed to pull the nose up too quickly and ballooned us, then proceeded to drop the nose and only just pull us back up just above level for a "firm" touchdown. Oops. So the second to last was ok, but needed a little assistance as a cross wind gave us a sweep during flare. Then the last...
On the way in Adam said there was no help coming regardless (he has said that before, but is always there to help when needed :). Cool, as he sat back I asked if he was nervous. We were on finals, maybe 400 feet and agreed the area was clear and we were going in. The radio call from the tower confirmed our approval. The track was sweet, the centre line was through my bum, he answered, "no its looking perfect". 2 seconds later a gust pushed us well wide of the runway, he quickly piped up, "but I am now". Anyway, his good instructing paid off, I brought us back with 250 feet in hand, that centre line centre again. Anyway, over the threshold, eyes on the other end of the runway, power back, flare, progressive attitude and sqreech, touchdown! Got a good one, short roll and onto the taxiway. Yay, it felt good to finally nail a good landing. Oh yeah, this was the one circuit that the carb heat was done right too...
Debrief was good and apart from the flare and carb heat discussions, Adam was happy. He reckons another hour together, an hour with Peter and it is likely Peter will send me up for the first solo. Can't wait! The catch, remember the blog post on forms, well CASA have still to process my ASIC and Student Pilot license application which will take 6 weeks. It didn't help that they were sitting in the bottom of my bag waiting. Tip, get your forms processed early early early! Anyway, just means we move onto advanced circuits (no flaps etc)...
Below is the 3D flight path of the lesson (Google Earth Gadget) or click here to download the file to view in Google Earth...
Saturday, January 8, 2011
How to create a 3D flight track and visualisation
A mate at work said, your 2D flight tracks are cool, but what they don't really give you that same sense of perspective that a 3D view would provide. Damn, now that I've come to grips with what 3D maps may provide, the old 2D views just don't cut it anymore... Great, thanks Conrad!
So there begun the research into creating a cool 3D flight track...
My GPS is a Garmin Edge 305 cycling computer. It basically "tracks" your ride, distance, cadence (pedals speed per minute), heart rate, climb etc. Of course it is logging your location as well. You can then review and compare it to any number of previous rides in the great software about. I'm using Ascent for the mac primarly (it is not yet in the new Mac OSX Apps Store). This is the software which produced the 2D maps on the other blog entries. It can create Google Earth flyovers, but not cool 3D flight track logs So, what about creating the 3D maps then...
Using Google, any number of searches found me some interesting info. Google Earth can display great 3D views of flight tracks, some sites provide live flight tracking views direct to Google Earth. Then I discovered GPS Visualizer. Let me share what I've found to hopefully help others who have the same questions. So before we being, check out the 3D sample based on the Stalls lesson.
The steps to creating such views are as follows:
1. Get the GPS data file off your GPS device
I have to use the Garmin Training Center application with my GPS. Once the GPS is sync'd with the app, you highlight the given event and then choose "Export <date>" from the file menu. When it prompts you for a filename, make sure you choose the GPX file type. Many other GPS devices and their software will let you grab the GPS data. By the way, make sure you use "track" mode on your GPS, so that it records the entire flight. My Garmin Edge 305 does that by default, so it is easy.
2. Use GPS Visualizer to create the Google Earth file for you
Goto the Google Earth mapping page on GPS Visualizer website. Once there fill out the form as per the guide image below. You can adjust various settings to influence the look in Google Earth.
The GPSVisualizer site will create a KMZ file. Click on the KMZ file and it will launch Google Earth with you 3d flight log. If you don't have Google Earth installed, goto the Google Earth page and click download.
Now once you are in Google Earth, you can easily adjust the various views and even do a fly-over of the route. Have fun!
I'm enjoying the new 3D views of my flight logs. It is adding a new dimension to analysing and learning post lesson. Thanks Conrad, no really, thanks :)
ps. to get an image out of Google Earth, choose File -> Email -> Email Image. When the email client loads, you can save the image out.
So there begun the research into creating a cool 3D flight track...
My GPS is a Garmin Edge 305 cycling computer. It basically "tracks" your ride, distance, cadence (pedals speed per minute), heart rate, climb etc. Of course it is logging your location as well. You can then review and compare it to any number of previous rides in the great software about. I'm using Ascent for the mac primarly (it is not yet in the new Mac OSX Apps Store). This is the software which produced the 2D maps on the other blog entries. It can create Google Earth flyovers, but not cool 3D flight track logs So, what about creating the 3D maps then...
Using Google, any number of searches found me some interesting info. Google Earth can display great 3D views of flight tracks, some sites provide live flight tracking views direct to Google Earth. Then I discovered GPS Visualizer. Let me share what I've found to hopefully help others who have the same questions. So before we being, check out the 3D sample based on the Stalls lesson.
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| GPS 3D Flight Track Log - Stalls lessons |
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| GPS 3D Flight Track Log - Take off and Landing at Jandakot |
The steps to creating such views are as follows:
1. Get the GPS data file off your GPS device
I have to use the Garmin Training Center application with my GPS. Once the GPS is sync'd with the app, you highlight the given event and then choose "Export <date>" from the file menu. When it prompts you for a filename, make sure you choose the GPX file type. Many other GPS devices and their software will let you grab the GPS data. By the way, make sure you use "track" mode on your GPS, so that it records the entire flight. My Garmin Edge 305 does that by default, so it is easy.
2. Use GPS Visualizer to create the Google Earth file for you
Goto the Google Earth mapping page on GPS Visualizer website. Once there fill out the form as per the guide image below. You can adjust various settings to influence the look in Google Earth.
 |
| Using GPS Visualizer to create 3D Flight Track Logs |
The GPSVisualizer site will create a KMZ file. Click on the KMZ file and it will launch Google Earth with you 3d flight log. If you don't have Google Earth installed, goto the Google Earth page and click download.
Now once you are in Google Earth, you can easily adjust the various views and even do a fly-over of the route. Have fun!
I'm enjoying the new 3D views of my flight logs. It is adding a new dimension to analysing and learning post lesson. Thanks Conrad, no really, thanks :)
ps. to get an image out of Google Earth, choose File -> Email -> Email Image. When the email client loads, you can save the image out.
Wednesday, January 5, 2011
LiveATC iPhone app review
So far I've installed a quite a few aviation apps on my iPhone and iPad, testing and using them to see if they are useful or not (ie. I feel compelled to use them regularly, or whether they get deleted). My use of the apps will probably change over the course of being a student pilot through to being fully qualified. For example in the early stages of training, navigation apps are not exactly of use, but I'm sure will top the list by the time the PPL box is ticked in my log book. I'll take that into account as I form an opinion on the various apps.LiveATC then, it is currently near the top of my most used apps at the moment. In fact, it is getting used passively while driving, catching the bus and even sitting at my desk at work. Why you may ask? Lets try and answer that question a little later...
LiveATC app is an iPhone app which allows live Air Traffic Control communications to be listened to on an iPhone, iPod Touch or iPad. The content is streamed from the LiveATC website over your 3G or wifi connection. Basically you can listen in on all the communications between Air Traffic Controllers and Pilots. Now the only constraint is that you are limited to the airfields which have a stream via the LiveATC website. So I would recommend checking that your local airports or those you are interested in are supported.
So the app itself, it is very straight forward to use. Once the app is started, you simply select the ATC airport you wish, its various frequencies and then listen away. The one catch I found was that my local airport (YPJT-Jandakot) was missing from the listing in the app. So on the "Home" screen, I pushed the "Refresh Airports" button and a minute later I was in business.
In some cases the streams support multiple frequencies, rather than them split into seperate streams. This is very handy, particularly for my local airport as it meant I can listen to ground, the circuits and the main stream and also Perth Radar at the same time. It seems that they do have a priority order if multiple frequencies are transmitting at once, but it is not noticeable and doesn't seem to be an issue, well not that I've noticed anyway.
So why am I listening to the ATC on the bus, driving and at my desk, when I could be listening to the Bono crank out U2's Greatest Hits? It isn't that I'm an enthusiast who has a desire to listen in for every event, rather, I'm using it as a tool to help me, as a student pilot, become more comfortable and familiar with ATC communications. Basically in my first 5 lessons I truly sucked at talking to the tower. The cheat sheet in front of me didn't help with read-backs and other vital comms needed. Given that effective radio communications if vital to your own and others safety, being competent is critical. So while doing the business of aviating and navigating, communicating must become second nature also.
After a few days of listening to LiveATC, my radio communications has improve significantly. In fact, my instructor commented in the lesson notes that he couldn't believe the difference. I didn't admit to how I'd achieved the improvement, but this is it.
So will I keep using LiveATC as I improve my radio skills. Not sure yet, I have listened to a few international radio channels as well, such as the JFK International Tower (KJFK) and the Perth Airport (YPPH) tower as well to get a feel for the commercial communications. Much the same with different call signs. However the radio communications involving more difficult conditions, such as icing, controlled airspace and non VFR flights was rather interesting. I feel that I'll be tuning into these from time to time as I get further through my training...
See the list of my installed iPhone apps and iPad apps here.
Monday, January 3, 2011
Flying Circuits
Last Thursday, the 4th consequetive day of flying, we finally got to circuits :)
It meant more acronyms for checks you need to remember. The best one is the downwind check, BUMFIS or BUMFOH. There are acronyms for absolutely everything and I must admit, I'm struggling to remember when to use each. The "flying circuits" guide is literally just a list of acronyms jammed into every spare space on the page, well where there isn't the picture describing the actual real message of the page, the diagram describing how to fly a circuit. The other challenge is that the same letter in two acronyms means something different, or worse, the same letter which is in multiple acronyms means something different. The plan is to create a cheat sheet of the acronyms and keep it nearby. Then regularly test one self until these things are habit.
Anyway, Adam was pretty easy on me from the checks point of view (ie. he did most of them). That way I could focus on the other minor thing we were doing, say, trying to fly the plane around the circuit, land it and take off again...
So the circuit. Lots of fun. It is where everything learnt till this point comes into action and quickly too. Radio calls, taxiing, crossing runways, taking off, climbing, checks, climbing turn, more climbing, medium turn, straight and level, more radio, more checks, descending, descending turns, more checks, communications, lining up the runway and then the new bit, landing the plane properly and then taking off again. The things that are well left out of circuits, stalls...
We did 5 circuits with 4 touch and go's. There was a good 12 knot cross wind, which made lining up and staying aligned with the runway more difficult. Adam said I did pretty well, except the last one where I managed to put the plane on the edge of the runway just as we flared. Ok a flare, it is the glide at the end of the landing descent which runs off speed and lets the plane nicely touch down on the runway. I think the flare and the landing descent are going to be the hardest thing to master about the circuits. The rest seemed pretty straight forward (apart from those damn acronyms)...
Well at the moment I don't have a next lesson booked, however I think next Sunday is going to be the first realistic chance. That means the first solo is not going to be too far away, sweet! However it is dependant on those damn forms being processed first though, could be 6 weeks then...
It meant more acronyms for checks you need to remember. The best one is the downwind check, BUMFIS or BUMFOH. There are acronyms for absolutely everything and I must admit, I'm struggling to remember when to use each. The "flying circuits" guide is literally just a list of acronyms jammed into every spare space on the page, well where there isn't the picture describing the actual real message of the page, the diagram describing how to fly a circuit. The other challenge is that the same letter in two acronyms means something different, or worse, the same letter which is in multiple acronyms means something different. The plan is to create a cheat sheet of the acronyms and keep it nearby. Then regularly test one self until these things are habit.
Anyway, Adam was pretty easy on me from the checks point of view (ie. he did most of them). That way I could focus on the other minor thing we were doing, say, trying to fly the plane around the circuit, land it and take off again...
So the circuit. Lots of fun. It is where everything learnt till this point comes into action and quickly too. Radio calls, taxiing, crossing runways, taking off, climbing, checks, climbing turn, more climbing, medium turn, straight and level, more radio, more checks, descending, descending turns, more checks, communications, lining up the runway and then the new bit, landing the plane properly and then taking off again. The things that are well left out of circuits, stalls...
We did 5 circuits with 4 touch and go's. There was a good 12 knot cross wind, which made lining up and staying aligned with the runway more difficult. Adam said I did pretty well, except the last one where I managed to put the plane on the edge of the runway just as we flared. Ok a flare, it is the glide at the end of the landing descent which runs off speed and lets the plane nicely touch down on the runway. I think the flare and the landing descent are going to be the hardest thing to master about the circuits. The rest seemed pretty straight forward (apart from those damn acronyms)...
Well at the moment I don't have a next lesson booked, however I think next Sunday is going to be the first realistic chance. That means the first solo is not going to be too far away, sweet! However it is dependant on those damn forms being processed first though, could be 6 weeks then...
Friday, December 31, 2010
Advanced Stalls
Wednesdays lesson was on advanced stalls. It is the last fundamentals lesson before starting circuits. We got booted from the office mid arvo as the power went out, so I took the opportunity to squeeze in this lesson. I've been excited about this lesson as I know it involves some fun manoeuvres, particularly wingdrops when stalling with flaps and power.
The lesson was no disappointment, it was fun. We covered a bunch of different stall configurations which included:
To try and capture the fun, my trusty GoPro HD Hero was along for the ride. The only problem was that I hadn't charged the battery, so 80% of the flight was not recorded. However it did get Adam demonstrating the powered flap stall, which delivered the first wingdrop. This one wasn't to severe, well not as severe as the one that occurred when I did it. Particularly because my first attempt I did a few wrong things, like use the Ailerons, making it worse (more fun). Here is a link to the wingdrop with Adam calmly recovering it or watch it below. What you can't see is the full right rudder it kicks in...
The lesson was no disappointment, it was fun. We covered a bunch of different stall configurations which included:
| Description | Power | Flaps | Bank | Comment |
| Straight & Level | 1500 rpm | 0 | 0 | Basic stall, slower speed. |
| Straight & Level | Idle | 20 | 0 | Basic stall, slow airspeed, lower attitude. |
| Straight & Level | 1500 rpm | 20 | 0 | Slow speed, wingdrop occurred :) |
| Climbing (departure stall) | 2100 rpm | 0 | 0 | Small wingdrop. |
| Descending Turn (approach stall) | 1500 rpm | 20 | 0 | Was fun, but we couldn't get the C-152 to stall in this configuration. |
| Glide Stall | Idle | 0 | 30 | High attitude, slow speed. |
To try and capture the fun, my trusty GoPro HD Hero was along for the ride. The only problem was that I hadn't charged the battery, so 80% of the flight was not recorded. However it did get Adam demonstrating the powered flap stall, which delivered the first wingdrop. This one wasn't to severe, well not as severe as the one that occurred when I did it. Particularly because my first attempt I did a few wrong things, like use the Ailerons, making it worse (more fun). Here is a link to the wingdrop with Adam calmly recovering it or watch it below. What you can't see is the full right rudder it kicks in...
Tuesday, December 28, 2010
Stalls (basic)
Second lesson this week and it was stalls. I was quietly hoping that we would do stalls and advanced stalls today. Not so, too much to cover, so they are in two lessons. There are two reasons for my enthusiasm. First is that stalls are the closest thing to aerobatics so far and secondly, when stalls are done, we get to start circuits. I've booked for next Sunday morning, hoping that is when circuits would start. So with advanced stalls still to be done, I think I'm going to have to find time for another lesson so we can get to circuits on Sunday.
Startup and taxi out were good, run up ok too. We rolled out to runway 06L and had immediate clearance. I had controls and started our roll in VH-IGX with full power. At about 20 knots Adams door popped open slightly. He managed to pull it shut ok pretty much straight away and we continued our takeoff. All good and we were away, tracking south west then out to the training area. The thing I noticed today, is that I'm feeling more natural on the controls and that far less thought is required. The Attitude, Lookup, Attitude and Performance checks are becoming automatic as well. While performing each of the basic manoeuvres, the quick checks on the appropriate instruments are becoming more routine. Even setting the elevator trim is becoming automatic too.
The lesson involved basic stalls. This involved bringing the engine back and holding the aircraft at the same altitude. So all we are doing is constantly increasing the Angle of Attack (AoA), upto about 16 degrees when our Cessna stalls. At this point the air speed is about 40 knots in clean configuration (no flaps or load). The stall buzzer comes on and the nose drops. It was the same routine for each stall. The focus was on three types of recovery. The glide recovery. No power and a drop in the attitude (lower the nose) to decrease the AoA. We lost about 200 ft with this recover. The next was a power recovery. This time as we lowered the nose slightly we used full power. We lost about 75 ft with this recover. The last stall was the incipient. This one we lowered the nose and full power right on the stall. We didn't loose any altitude at all with this recovery. Having done each a few times, we headed home.
We approached Jandakot via Forrestdale Lake. My radio calls today were alot better, getting all the read backs right. A not insignificant help was using the LiveATC iPhone app to listen into and get used to calls. Anyway, the approach to Jandakot was over the airfield, joining the circuit downwind (to the North today) and around into runway 06L. I had controls through the decent and onto the ground. Adam claimed that I did it myself today :) He guided me through every step and the landing was a big improvement from yesterday. Bring on the circuits, this landing thing is fun :)
For something new, I mounted up my GoPro HD Hero camera on the side window to record the flight. It started just after we fueled up and climbed into the aircraft. However, I had left it in full HD model at 60 frames a second. That means it ran for about 35 minutes till it hit the 4gb file size and shut down. What it missed was literally half the lesson, including the Wing Drop that Adam demonstrated and the landing. Will bring it to 720i and 30 fps for the next flight. At some point we'll get some footage up on Youtube to show what its all about...
Flightpath...
Flight profile (blue shaded area is altitued, green is the GPS speed).
Jandakot departure and approach flight paths for Runway 06R. The sequence markers differentiate the departure and arrival paths...
Startup and taxi out were good, run up ok too. We rolled out to runway 06L and had immediate clearance. I had controls and started our roll in VH-IGX with full power. At about 20 knots Adams door popped open slightly. He managed to pull it shut ok pretty much straight away and we continued our takeoff. All good and we were away, tracking south west then out to the training area. The thing I noticed today, is that I'm feeling more natural on the controls and that far less thought is required. The Attitude, Lookup, Attitude and Performance checks are becoming automatic as well. While performing each of the basic manoeuvres, the quick checks on the appropriate instruments are becoming more routine. Even setting the elevator trim is becoming automatic too.
The lesson involved basic stalls. This involved bringing the engine back and holding the aircraft at the same altitude. So all we are doing is constantly increasing the Angle of Attack (AoA), upto about 16 degrees when our Cessna stalls. At this point the air speed is about 40 knots in clean configuration (no flaps or load). The stall buzzer comes on and the nose drops. It was the same routine for each stall. The focus was on three types of recovery. The glide recovery. No power and a drop in the attitude (lower the nose) to decrease the AoA. We lost about 200 ft with this recover. The next was a power recovery. This time as we lowered the nose slightly we used full power. We lost about 75 ft with this recover. The last stall was the incipient. This one we lowered the nose and full power right on the stall. We didn't loose any altitude at all with this recovery. Having done each a few times, we headed home.
We approached Jandakot via Forrestdale Lake. My radio calls today were alot better, getting all the read backs right. A not insignificant help was using the LiveATC iPhone app to listen into and get used to calls. Anyway, the approach to Jandakot was over the airfield, joining the circuit downwind (to the North today) and around into runway 06L. I had controls through the decent and onto the ground. Adam claimed that I did it myself today :) He guided me through every step and the landing was a big improvement from yesterday. Bring on the circuits, this landing thing is fun :)
For something new, I mounted up my GoPro HD Hero camera on the side window to record the flight. It started just after we fueled up and climbed into the aircraft. However, I had left it in full HD model at 60 frames a second. That means it ran for about 35 minutes till it hit the 4gb file size and shut down. What it missed was literally half the lesson, including the Wing Drop that Adam demonstrated and the landing. Will bring it to 720i and 30 fps for the next flight. At some point we'll get some footage up on Youtube to show what its all about...
Flightpath...
Flight profile (blue shaded area is altitued, green is the GPS speed).
Jandakot departure and approach flight paths for Runway 06R. The sequence markers differentiate the departure and arrival paths...
30 degree turns
Been a little over a week and Christmas out of the way, took the opportunity of the two public holidays this week to fit in a couple of lessons. Yesterday was medium turns.
Back with Adam again and in VH-IGX. Did the usual pre-flight briefing. The air exercise is for straight and level 30 degree turns, then climbing turns, followed by descending turns. Out of the box was pretty much the same as usual. However I had duty for all radio calls. Hmmm. Was a bit "how your going" with the read backs. On taxi clearance I read back the time, rather than the runway, oops. Adam was quick to correct it. So to help get more familiar with radio calls, I thought listening to some radio chatter would be cool.
On the net, the website LiveATC.net provides access to a bunch of radio feeds. Australia has pretty good coverage, but even better, Jandakot is online. The Jandakot feed provides Perth Radar, Jandakot tower, Jandakot tower for circuits and Jandakot ground. Pretty good coverage if you want to get some familiarity going. Anyway, the website is good, but they have an iPhone app which is alot better. You can take ATC with you on the go and listen through your ear plugs anywhere that tickles your fancy. On the bus, driving along etc. I've just added a page for the Best aviation apps for iPhone, iPad and iPod touch. The details for the iPhone LiveATC and a few tips can be found there.
Anyway, the turns. They were good fun. We started out by doing an "S" type manoeuvres to get used to turning in, getting balanced and then exiting the turns. All good. The turns were done as full 360s. Left was good, but my right turn was rubbish. Lost too much altitude. Tried again and it was a bit better. The direction change requires a small nose down, turn in, keep balance and then back pressure to get the nose up to maintain the height.
The climbing turns were next. I found these much easier for some reason that the straight and level. The descending turns were the same, they were pretty easy too. Anyway after that we tracked back to Jandakot via Cockburn Sound and in over Boat Shed. We headed in on runway 06L. We got immediate clearance and then into land. Hmmm. It was not too flash the approach. Using a little too much power at one point, the plane pulled out of its decent into a climb. Anyway, sorted with the power drop and burrying the nose towards the ground. Adam helped with the quick adjustments needed and in to land. We won't chalk that landing as a good success, rather a lesson in how not to perform throttle control on landing :p
Here are some GPS maps of the flight. These were created using my cycling computer, a Garmin 305. The images are then generated by the Mac software called Ascent, which I use to track my cycling efforts.
Back with Adam again and in VH-IGX. Did the usual pre-flight briefing. The air exercise is for straight and level 30 degree turns, then climbing turns, followed by descending turns. Out of the box was pretty much the same as usual. However I had duty for all radio calls. Hmmm. Was a bit "how your going" with the read backs. On taxi clearance I read back the time, rather than the runway, oops. Adam was quick to correct it. So to help get more familiar with radio calls, I thought listening to some radio chatter would be cool.
On the net, the website LiveATC.net provides access to a bunch of radio feeds. Australia has pretty good coverage, but even better, Jandakot is online. The Jandakot feed provides Perth Radar, Jandakot tower, Jandakot tower for circuits and Jandakot ground. Pretty good coverage if you want to get some familiarity going. Anyway, the website is good, but they have an iPhone app which is alot better. You can take ATC with you on the go and listen through your ear plugs anywhere that tickles your fancy. On the bus, driving along etc. I've just added a page for the Best aviation apps for iPhone, iPad and iPod touch. The details for the iPhone LiveATC and a few tips can be found there.
Anyway, the turns. They were good fun. We started out by doing an "S" type manoeuvres to get used to turning in, getting balanced and then exiting the turns. All good. The turns were done as full 360s. Left was good, but my right turn was rubbish. Lost too much altitude. Tried again and it was a bit better. The direction change requires a small nose down, turn in, keep balance and then back pressure to get the nose up to maintain the height.
The climbing turns were next. I found these much easier for some reason that the straight and level. The descending turns were the same, they were pretty easy too. Anyway after that we tracked back to Jandakot via Cockburn Sound and in over Boat Shed. We headed in on runway 06L. We got immediate clearance and then into land. Hmmm. It was not too flash the approach. Using a little too much power at one point, the plane pulled out of its decent into a climb. Anyway, sorted with the power drop and burrying the nose towards the ground. Adam helped with the quick adjustments needed and in to land. We won't chalk that landing as a good success, rather a lesson in how not to perform throttle control on landing :p
Here are some GPS maps of the flight. These were created using my cycling computer, a Garmin 305. The images are then generated by the Mac software called Ascent, which I use to track my cycling efforts.
This next image shows the aircraft speed and altitude over time. The blue shaded area is the altitude, whereby the green line shows the speed. The max speed was 238km/h, not bad for a Cessna 152. It was during a decent :)
Tuesday, December 21, 2010
Forms, forms and more forms
When doing your pilots license in Australia, you need to get your Student Pilots License, obvious. To get it done though, you have to go through a process of CASA forms and various other checks...
The steps to your student pilots license...
1. ARN Application - Form 1162
Complete Form 1162 (Aviation Reference Number application) to get your Aviation Reference Number. You can fax, email (scanned copy) or post it to CASA. There is no cost associated with this step...
You will need your ARN for everything you do as it is your unique ID when dealing with CASA.
2. Medical Certificate
You need to get a CASA designated Aviation Medical Examiner to perform a medical. No problems, but which medical do you need done?
When your a student pilot, you just need a "Class 2" medical. Details of when you need the other types can be found on the CASA site here.
You can't get your medical done until you have your ARN.
3. Security clearance
Next you need to be validated as not being a nutter. So you either need an AVID or an ASIC clearance. The AVID is the basic security clearance, there the ASIC is the more detailed security clearance. Basically if you need to fly into or out of a security controlled airport, you need an ASIC. My flight school recommends the ASIC. It costs about $15 or so more than the AVID and seems to take about the same 4 weeks as the AVID.
For the AVID - Form 499 Aviation Identification (AVID)
For the ASIC - Form 498 Aviation Security Identity Card
The requirements for each is different, so visit the info on the CASA AVID/ASIC page for which one to do. In the "Your questions answered" links, the details of the costs are buried in there.
By the way, with this application you will need to provide two passport photos, your medical certificate and a bunch of certified copies of specific documents.
4. Student Pilot License
Finally, the Student Pilot Licence. Fill out the relevant sections of Form 497 - Student Pilot Licence. The instructions cover off what needs to be filled in.
With this application you will need to provide 2 passport photos and certified copies of identification. You'll typically need to meet with the Chief Flying Instructor with all the documentation and your "English assessment" completed...
You can do steps 3 and 4 together to be more efficient :)
There will be more, such as radio, PPL etc. But I've got no idea on how that works yet...
The steps to your student pilots license...
1. ARN Application - Form 1162
Complete Form 1162 (Aviation Reference Number application) to get your Aviation Reference Number. You can fax, email (scanned copy) or post it to CASA. There is no cost associated with this step...
You will need your ARN for everything you do as it is your unique ID when dealing with CASA.
2. Medical Certificate
You need to get a CASA designated Aviation Medical Examiner to perform a medical. No problems, but which medical do you need done?
When your a student pilot, you just need a "Class 2" medical. Details of when you need the other types can be found on the CASA site here.
You can't get your medical done until you have your ARN.
3. Security clearance
Next you need to be validated as not being a nutter. So you either need an AVID or an ASIC clearance. The AVID is the basic security clearance, there the ASIC is the more detailed security clearance. Basically if you need to fly into or out of a security controlled airport, you need an ASIC. My flight school recommends the ASIC. It costs about $15 or so more than the AVID and seems to take about the same 4 weeks as the AVID.
For the AVID - Form 499 Aviation Identification (AVID)
For the ASIC - Form 498 Aviation Security Identity Card
The requirements for each is different, so visit the info on the CASA AVID/ASIC page for which one to do. In the "Your questions answered" links, the details of the costs are buried in there.
By the way, with this application you will need to provide two passport photos, your medical certificate and a bunch of certified copies of specific documents.
4. Student Pilot License
Finally, the Student Pilot Licence. Fill out the relevant sections of Form 497 - Student Pilot Licence. The instructions cover off what needs to be filled in.
With this application you will need to provide 2 passport photos and certified copies of identification. You'll typically need to meet with the Chief Flying Instructor with all the documentation and your "English assessment" completed...
You can do steps 3 and 4 together to be more efficient :)
There will be more, such as radio, PPL etc. But I've got no idea on how that works yet...
Monday, December 20, 2010
Climbing, decending and a surprise landing
Landing, well it kind of just happened. The story goes...
The lesson started doing climbs once out of Jandakot. But that was even slightly eventful and learnt a lesson in that. On takeoff in IGX on runway 012, there was a 15knot cross wind. No sweat, but on rotation at 55knots I pulled the nose up, but not really enough. I kind of did a little skip with the back wheels before giving it a more solid tug. That sorted, the cross wind gave us a good roll, but balancing that felt almost second nature already. Lesson, get the nose up and don't bugger around.
The climbs we did were best angle of climb (55 knots), best rate of climb (65 knots) and a cruise climb (75 knots). With them the M. R. L. check was introduced. Mixture, Reference Point and Lookout. Then power up, set the attitude, get the right performance and then trim the baby to do it itself. On doing the 500 foot interval, ie drop the nose for a visual check, we spotted another C-152 in the areas. Anyway we climbed out to over 5000 feet. You really notice the drop in engine performance and the reduced lift. The theory books prove right after all...
By this stage out near Mandurah we turned back along the coast. The decents were good. A glide with no engine power, cruise decent at 500 ft per minute at 2100 rpm. Finally a 20 degree flaps, 1500 rpm, 70 knot decent for landing. Good practice as it turned out. We turned west over Rockingham towards Garden Island, then up Cockburn sound. Was beautiful in the sky, there was rain in the distance which looked great. Everything looks so good up there. We tracked over the boat shed (Austal), then towards Jandakot.
The tower was closed, so it was intra-plane comms for landing. Peter, my backup instructor was with me today, he guided by to Adventure World to then track into Jandakot. Anyway still at the controls Peter just guided me to do an approach decent. Setting up the plane and doing so, I visually lined up the runway. Down, down, down and Peter didn't take over the controls, I took it right into the runway maintaining 70 knots with throttle control, till Peter said cut it. The nose dropped quickly, but pulling it up we flared and touchdown. Nose wheel down next and the first landing just happened :) Performing a ridiculously silly dance move, I think I might have worried Peter. But he smiled and said "Nice one"...
It was the first time today with a different instructor. There was some good contrasts between the two instructors, all positive. The takeaways from Peter were that he pointed out quite a few tips that I know will shape me to be a better pilot. Such as doing a final ground walkaround once passengers are seated (and chocks removed :p ), heavy focus on pre-takeoff control checks (which he said are a focal point for the PPL practical exam) and his approach to visual checks. All were good. We had a good yack too and he is really passionate about flying, I liked that...
Right then, radio calls, time to make some palm cards or something :p
The lesson started doing climbs once out of Jandakot. But that was even slightly eventful and learnt a lesson in that. On takeoff in IGX on runway 012, there was a 15knot cross wind. No sweat, but on rotation at 55knots I pulled the nose up, but not really enough. I kind of did a little skip with the back wheels before giving it a more solid tug. That sorted, the cross wind gave us a good roll, but balancing that felt almost second nature already. Lesson, get the nose up and don't bugger around.
The climbs we did were best angle of climb (55 knots), best rate of climb (65 knots) and a cruise climb (75 knots). With them the M. R. L. check was introduced. Mixture, Reference Point and Lookout. Then power up, set the attitude, get the right performance and then trim the baby to do it itself. On doing the 500 foot interval, ie drop the nose for a visual check, we spotted another C-152 in the areas. Anyway we climbed out to over 5000 feet. You really notice the drop in engine performance and the reduced lift. The theory books prove right after all...
By this stage out near Mandurah we turned back along the coast. The decents were good. A glide with no engine power, cruise decent at 500 ft per minute at 2100 rpm. Finally a 20 degree flaps, 1500 rpm, 70 knot decent for landing. Good practice as it turned out. We turned west over Rockingham towards Garden Island, then up Cockburn sound. Was beautiful in the sky, there was rain in the distance which looked great. Everything looks so good up there. We tracked over the boat shed (Austal), then towards Jandakot.
The tower was closed, so it was intra-plane comms for landing. Peter, my backup instructor was with me today, he guided by to Adventure World to then track into Jandakot. Anyway still at the controls Peter just guided me to do an approach decent. Setting up the plane and doing so, I visually lined up the runway. Down, down, down and Peter didn't take over the controls, I took it right into the runway maintaining 70 knots with throttle control, till Peter said cut it. The nose dropped quickly, but pulling it up we flared and touchdown. Nose wheel down next and the first landing just happened :) Performing a ridiculously silly dance move, I think I might have worried Peter. But he smiled and said "Nice one"...
It was the first time today with a different instructor. There was some good contrasts between the two instructors, all positive. The takeaways from Peter were that he pointed out quite a few tips that I know will shape me to be a better pilot. Such as doing a final ground walkaround once passengers are seated (and chocks removed :p ), heavy focus on pre-takeoff control checks (which he said are a focal point for the PPL practical exam) and his approach to visual checks. All were good. We had a good yack too and he is really passionate about flying, I liked that...
Right then, radio calls, time to make some palm cards or something :p
Saturday, December 18, 2010
Straight and Level
Today was straight and level flight. Pretty straight forward in terms of the concepts we needed to work through. We did straight and level at 2500 rpm, 2300 rpm and 2000 rpm. The difference was simply the different angle of attach (AOA) required for each. The PAST check process was introduced.
Power - set the power correctly for the change you needed to make
Attitude - get the right attitude
Speed (performance) - achieve the correct indicated air speed (IAS)
Trim - adjust the elevator trim tab based on the IAS and attitude changes.
With the strong cross winds, it was a good demonstration of "drift" as well whereby particularly at the slow speed compensation in yaw was required to keep heading towards our visual target.
The runway today was 120 due with 12knot cross winds. Meant I got to learn cross wind take offs too. It simply meant turning the ailerons towards the wind and as we approached 55knots, eased them back to straight and pulled up. Then in the air, maintained a good climb air speed and off right to the training grounds.
To do straight and level we did an anti-clockwise lap of the full training areas. It runs from Jandakot, to Manduarh, almost east to the hills and back up towards Forrestdale Lake. We did a few turns here and there basically when Adam was deliberately messing up my straight end level. He dropped me into a tight left turn with a good rate of decent at one point, so recovering was fun.
Today it was also my job to do all the radio calls. As I had a few sample of the calls, I initially quoted the wrong aircraft number, oops. That was while we were on the ground before taxi, so was ok. Anyway, they went ok and I don't think I made too much of a fool of myself :p
I was suppose to have a second lesson today, but Chuck hand't book it in. So back tomorrow I'm thinking. Also a few lessons booked in for the 2 public holidays after Christmas. That will probably see out this year, or will it...
Power - set the power correctly for the change you needed to make
Attitude - get the right attitude
Speed (performance) - achieve the correct indicated air speed (IAS)
Trim - adjust the elevator trim tab based on the IAS and attitude changes.
With the strong cross winds, it was a good demonstration of "drift" as well whereby particularly at the slow speed compensation in yaw was required to keep heading towards our visual target.
The runway today was 120 due with 12knot cross winds. Meant I got to learn cross wind take offs too. It simply meant turning the ailerons towards the wind and as we approached 55knots, eased them back to straight and pulled up. Then in the air, maintained a good climb air speed and off right to the training grounds.
To do straight and level we did an anti-clockwise lap of the full training areas. It runs from Jandakot, to Manduarh, almost east to the hills and back up towards Forrestdale Lake. We did a few turns here and there basically when Adam was deliberately messing up my straight end level. He dropped me into a tight left turn with a good rate of decent at one point, so recovering was fun.
Today it was also my job to do all the radio calls. As I had a few sample of the calls, I initially quoted the wrong aircraft number, oops. That was while we were on the ground before taxi, so was ok. Anyway, they went ok and I don't think I made too much of a fool of myself :p
I was suppose to have a second lesson today, but Chuck hand't book it in. So back tomorrow I'm thinking. Also a few lessons booked in for the 2 public holidays after Christmas. That will probably see out this year, or will it...
Saturday, December 11, 2010
Basic Aeronautical Knowledge (BAK) - choosing a theory book to study
So I'm new to this, but one thing that you figure out quickly, for every hour of flying there is probably 5 in studying theory or doing lessons with your instructor.
My flying school sells their own book which has a lot of what you need to get from your first lesson to PPL, a guide of sorts with the lessons the instructor takes you through before each flight. Its pretty good, but really only helps with the flying component. The theory requirements are most certainly required. In fact, if you were to do the theory lessons relating to the flying lesson of the day, the pre-flight briefing is simple.
So which book to study to nail the exams? Well there is something to do first and foremost, download the student VFR syllabus for aeronautical theory from the CASA website. You can get it here:
Day VFR standards and syllabus
The reason for getting this info first is that it tells you exactly what you need to learn. It covers the requirements for your 1st Solo, 1st area solo and the GFPT, PPL and CPL. The tip came from the CPL student who helped me out at the Pilot Shop at Jandakot today. He said that after a few friends failed tests, they soon learnt to use this source as well. By reading the guidelines, the knowledge sources you will need are broader that what is in the BAK books. You'll also need the aircraft Pilot Operating Handbook and know where to find certain info, be able to quote all units of measure and what they mean, radio rules for your aerodrome, local emergency procedures and also how to do certain unit conversions mentally.
Ok with that covered, back to the book comparison, Bob Tait vs. Trevor Thom (Aviation Theory Center). I started out with the ATC book. It was pretty good with details, the theoretical definitions of everything you need to know and the general flow. It has certainly given me a good foundation having finished reading it from cover to cover. However when I tried to recall knowledge based on criteria in the CASA syllabus, I struggling I quite a few areas. So based on some opinions in the downwind forums, I thought I'd give the Bob Tait book a go, rather than read the ATC book a second time. Now having read half of the Bob Tait book, I can see a difference clearly. I'll try to describe it.
The Bob Tait book takes a somewhat different approach. Rather than the out and out theory and science, it alternatively descriptively demonstrates the theory. As a result, when I try to recall something, I am able to recall the practical demonstration of the theory with the examples provided. This works for my head. Ok, maybe the foundation provided by the ATC book and the recent read of the Bob Tait sways my view. My counter to that, I'm finding the Bob Tait book alot easier to read and far less mind numbing.
The synopsis, if you only want to have to read the BAK once, use Bob Tait. If you have a bigger than average brain and want the detailed theory to try and relate to situations yourself for easier recall, get ATC. Also get the ATC if you have insomnia and need a hand to get to sleep...
My flying school sells their own book which has a lot of what you need to get from your first lesson to PPL, a guide of sorts with the lessons the instructor takes you through before each flight. Its pretty good, but really only helps with the flying component. The theory requirements are most certainly required. In fact, if you were to do the theory lessons relating to the flying lesson of the day, the pre-flight briefing is simple.
So which book to study to nail the exams? Well there is something to do first and foremost, download the student VFR syllabus for aeronautical theory from the CASA website. You can get it here:
Day VFR standards and syllabus
The reason for getting this info first is that it tells you exactly what you need to learn. It covers the requirements for your 1st Solo, 1st area solo and the GFPT, PPL and CPL. The tip came from the CPL student who helped me out at the Pilot Shop at Jandakot today. He said that after a few friends failed tests, they soon learnt to use this source as well. By reading the guidelines, the knowledge sources you will need are broader that what is in the BAK books. You'll also need the aircraft Pilot Operating Handbook and know where to find certain info, be able to quote all units of measure and what they mean, radio rules for your aerodrome, local emergency procedures and also how to do certain unit conversions mentally.
Ok with that covered, back to the book comparison, Bob Tait vs. Trevor Thom (Aviation Theory Center). I started out with the ATC book. It was pretty good with details, the theoretical definitions of everything you need to know and the general flow. It has certainly given me a good foundation having finished reading it from cover to cover. However when I tried to recall knowledge based on criteria in the CASA syllabus, I struggling I quite a few areas. So based on some opinions in the downwind forums, I thought I'd give the Bob Tait book a go, rather than read the ATC book a second time. Now having read half of the Bob Tait book, I can see a difference clearly. I'll try to describe it.
The Bob Tait book takes a somewhat different approach. Rather than the out and out theory and science, it alternatively descriptively demonstrates the theory. As a result, when I try to recall something, I am able to recall the practical demonstration of the theory with the examples provided. This works for my head. Ok, maybe the foundation provided by the ATC book and the recent read of the Bob Tait sways my view. My counter to that, I'm finding the Bob Tait book alot easier to read and far less mind numbing.
The synopsis, if you only want to have to read the BAK once, use Bob Tait. If you have a bigger than average brain and want the detailed theory to try and relate to situations yourself for easier recall, get ATC. Also get the ATC if you have insomnia and need a hand to get to sleep...
Sunday, December 5, 2010
Second Flight
Well I was and still am booked in for next Sunday, but took the opportunity and did the second lesson this morning. You can get really hooked on the flying bug thats for sure...
Today the lesson was on the effects of other flight controls, such as throttle, flaps etc. We did the theory and prepared to head up and do the practical. The pre-flight checks were alot quicker today, doing them the second time around. I did them and talked my way around with Adam checking as I went. All good, with the only things I forgot without prompting was the rear wheels and the engine fuel sample. Anyway, with those done we were all good.
We dragged the plane (VH-IGX) out to the apron. It was busy though, so had to navigate around a few of the planes already out there heading for joy flights. The Robin aerobatics planes seem to be really popular for joy flights and they were in and out all morning. Anyway, we got out pre-flight checks done, made our call and headed out.
Today, the yellow line was dead centre on taxi, this aircraft was easier to steer. We did run-up tests and taxied out to the runway. Adam requested takeoff clearance with a 10 second hold. That was so he could hand over control and guide me through a take-off. Brilliant! Was pretty straight forward due to a lack of cross-wind and we were away. We climbed out over and headed down to the training area. We seemed to have the area to ourselves, but it seemed by the radio traffic that everybody else was somewhere near the southern end of Cockburn Sound or wanting to pass through. The tower kept reminding them all of the aerobatics of the Robins down there.
We did the practical of lowering flaps and controlling the attitude change when the aircraft tried to balloon. We did it a few times till I could comfortably keep the heading and altitude constant without change. We did the reverse when lowering the flags. We also covered carb heating. Few others bits and pieces done and then a good flight back from down near Serpentine airfield. We did some climbs and then descents with flaps, showing how you can really lower the angle of attack for better visibility. Finally some good straight and level before making our calls to head home. Time really flies when your up there.
Once we were over the airfield and clear to land, Adam brought us in behind the other aircraft already on approach. Since I got to sit back for landing, I pulled out the video camera.
Debrief was good again and we covered what we'd done in practice. We also did the aircraft inspection briefing after, which was much easier to follow having been over the aircraft a few times now. Sweet, all done and lesson 2 in the bag :) The bug is biting...
Today the lesson was on the effects of other flight controls, such as throttle, flaps etc. We did the theory and prepared to head up and do the practical. The pre-flight checks were alot quicker today, doing them the second time around. I did them and talked my way around with Adam checking as I went. All good, with the only things I forgot without prompting was the rear wheels and the engine fuel sample. Anyway, with those done we were all good.
We dragged the plane (VH-IGX) out to the apron. It was busy though, so had to navigate around a few of the planes already out there heading for joy flights. The Robin aerobatics planes seem to be really popular for joy flights and they were in and out all morning. Anyway, we got out pre-flight checks done, made our call and headed out.
Today, the yellow line was dead centre on taxi, this aircraft was easier to steer. We did run-up tests and taxied out to the runway. Adam requested takeoff clearance with a 10 second hold. That was so he could hand over control and guide me through a take-off. Brilliant! Was pretty straight forward due to a lack of cross-wind and we were away. We climbed out over and headed down to the training area. We seemed to have the area to ourselves, but it seemed by the radio traffic that everybody else was somewhere near the southern end of Cockburn Sound or wanting to pass through. The tower kept reminding them all of the aerobatics of the Robins down there.
We did the practical of lowering flaps and controlling the attitude change when the aircraft tried to balloon. We did it a few times till I could comfortably keep the heading and altitude constant without change. We did the reverse when lowering the flags. We also covered carb heating. Few others bits and pieces done and then a good flight back from down near Serpentine airfield. We did some climbs and then descents with flaps, showing how you can really lower the angle of attack for better visibility. Finally some good straight and level before making our calls to head home. Time really flies when your up there.
Once we were over the airfield and clear to land, Adam brought us in behind the other aircraft already on approach. Since I got to sit back for landing, I pulled out the video camera.
Debrief was good again and we covered what we'd done in practice. We also did the aircraft inspection briefing after, which was much easier to follow having been over the aircraft a few times now. Sweet, all done and lesson 2 in the bag :) The bug is biting...
Saturday, December 4, 2010
First flight
Today was my first flying lesson. The reason I'm writing this is for me to keep track of what I did and how I progressed. If others find it useful, all the better.
The desire to learn to fly started along time ago, but its expensive and wasn't high enough up the priority list to do. Anyway the time is now. So a week ago, my little girl and I visited Jandakot airport to check out a few flying schools. Basically we visited the Royal Aero Club WA (RACWA), then Air Australia. By the time I left Air Australia, my decision on who I'd learn with was made. Chuck gave me the run down on how things worked there and it suited me perfectly. Adam showed us a few of the aircraft and seemed a good bloke. Turns out he is now my instructor. On the way home I rang Chuck back and booked in the first lesson.
Leading up to today, Caroline gave me her old ATC "Basic Aeronautical Knowledge" (BAK) book by Trevor Thom and I started reading about aerodynamics. Aerofoils, lift, drag, parasite drag, centre of gravity, centre of lift, lift co-efficients, yaw, rolls, pitch and a bunch of other theory. It was good at putting me to sleep. Anyway it paid off as the pre-flight briefing today was all about exactly those things.
The briefing with Adam was great, Air Oz had a folder prepared, all the necessary forms and a check list of what I needed to do over the coming period. Form 1162, a medical, then after that form 498 and 497. I few purchases will be required to get started, such as a log book, VTC Perth (map) and a clipboard...
So finally, the flight, well not quite yet. A good chunk of time beforehand was spent on going over the aircraft, a Cessna 152 (VH-AOH), and got a taste of the repetitive checks. I have a feeling that almost all we will learn will be repetitive checklists so that it becomes natural. The aircraft was sweet and well maintained. The checks so I remember were the power, flaps down and nav lights, then power back off. The check was then done and the flags put back up. We dragged the aircraft out to the apron and then commenced the aircraft checklist.
That was pretty straight forward and I sure will become more routine. Again, all good.
So finally, the flight. Well not quite yet. Once we got permission to move, there were more checks and we began our taxi. My initial efforts were pretty poor. The yellow line was somewhere in the middle of the right wing, rather than the centre of the aircraft. Anyway, that sorted and the pre-flight run up. More checks and all good. On taxi out to runway we had to wait for the RFDS aircraft to leave then us. Again more checks then our turn.
So finally the flight, yes, Power up and quickly we were in the air. Adam did most of the work, but I could feel the controls and his inputs. Very relaxed and easy. I got to do the climb out to 1500 and the smile set in. From there we headed up to 2000 and into the training area. We went over the primary and secondary effects of all the flight surfaces. Sweet, although the yaw made for a few good stomach moments with the gusty wind bouncing us around a bit. Then onto secondary controls such as trim.
Anyway, after a bit of free flight, we headed back. A few calls, visuals on other aircraft and we were no sooner on our way down. A quick right hander after passing over the air field, Adam demonstrated a smooth and short landing as another RFDS aircraft was coming in behind us. That done, we I taxied us back and this time held the yellow line all the way in. Yet more checks and then done.
The post flight briefing was good. We went over the whole flight and discussed and reviewed everything we learned beforehand and applied in the air. Good records were noted and we were done. Next lesson booked, although I might try and squeeze another in tomorrow :) I'm convinced I have chosen the right school and very happy with my assigned instructor...
The desire to learn to fly started along time ago, but its expensive and wasn't high enough up the priority list to do. Anyway the time is now. So a week ago, my little girl and I visited Jandakot airport to check out a few flying schools. Basically we visited the Royal Aero Club WA (RACWA), then Air Australia. By the time I left Air Australia, my decision on who I'd learn with was made. Chuck gave me the run down on how things worked there and it suited me perfectly. Adam showed us a few of the aircraft and seemed a good bloke. Turns out he is now my instructor. On the way home I rang Chuck back and booked in the first lesson.
Leading up to today, Caroline gave me her old ATC "Basic Aeronautical Knowledge" (BAK) book by Trevor Thom and I started reading about aerodynamics. Aerofoils, lift, drag, parasite drag, centre of gravity, centre of lift, lift co-efficients, yaw, rolls, pitch and a bunch of other theory. It was good at putting me to sleep. Anyway it paid off as the pre-flight briefing today was all about exactly those things.
The briefing with Adam was great, Air Oz had a folder prepared, all the necessary forms and a check list of what I needed to do over the coming period. Form 1162, a medical, then after that form 498 and 497. I few purchases will be required to get started, such as a log book, VTC Perth (map) and a clipboard...
So finally, the flight, well not quite yet. A good chunk of time beforehand was spent on going over the aircraft, a Cessna 152 (VH-AOH), and got a taste of the repetitive checks. I have a feeling that almost all we will learn will be repetitive checklists so that it becomes natural. The aircraft was sweet and well maintained. The checks so I remember were the power, flaps down and nav lights, then power back off. The check was then done and the flags put back up. We dragged the aircraft out to the apron and then commenced the aircraft checklist.
That was pretty straight forward and I sure will become more routine. Again, all good.
So finally, the flight. Well not quite yet. Once we got permission to move, there were more checks and we began our taxi. My initial efforts were pretty poor. The yellow line was somewhere in the middle of the right wing, rather than the centre of the aircraft. Anyway, that sorted and the pre-flight run up. More checks and all good. On taxi out to runway we had to wait for the RFDS aircraft to leave then us. Again more checks then our turn.
So finally the flight, yes, Power up and quickly we were in the air. Adam did most of the work, but I could feel the controls and his inputs. Very relaxed and easy. I got to do the climb out to 1500 and the smile set in. From there we headed up to 2000 and into the training area. We went over the primary and secondary effects of all the flight surfaces. Sweet, although the yaw made for a few good stomach moments with the gusty wind bouncing us around a bit. Then onto secondary controls such as trim.
Anyway, after a bit of free flight, we headed back. A few calls, visuals on other aircraft and we were no sooner on our way down. A quick right hander after passing over the air field, Adam demonstrated a smooth and short landing as another RFDS aircraft was coming in behind us. That done, we I taxied us back and this time held the yellow line all the way in. Yet more checks and then done.
The post flight briefing was good. We went over the whole flight and discussed and reviewed everything we learned beforehand and applied in the air. Good records were noted and we were done. Next lesson booked, although I might try and squeeze another in tomorrow :) I'm convinced I have chosen the right school and very happy with my assigned instructor...
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