More circuits, but finally get the hang of it and with a new instructor!
Posted by: methylnick
on 21 Jun 2009 
Tagged in: Untagged
Today was interesting with my circuit training. My original instructor has gone on leave so I had booked my lesson with another within MFS. I was a bit nervous because it was a different instructor, but was quickly assured and relieved as we went through a pre-flight briefing. My flare and landings needed more work and I described my issues with my new instructor. It was suggested that I try a few flapless landings to really see and feel how the plan behaves just upon touching down for a landing. There were a few new tips given, do not look at the runway, aim and look at the airport boundary fence right on the other end of the runway, then you can see and feel how the plane "sinks" as you flare for landing.
Being a little apprehensive with a new instructor I did all my checks. With my new instructor I found it was okay to use the checklist, so I was taking some advice on board from Downwind members to commit to memory but check and confirm with the check list. After run ups I was told of the pre-takeoff briefing which I was not aware of, but made sense as my new instructor explained to me. This is to brief the passengers and more importantly the pilot (me!)! In case something happens upon take off.
The briefing (I am going from memory) is to explain what actions will be taken during take off run and something comes up requiring an abort of takeoff before 60kts is to reduce power to idle, slow the plane down to taxiing speed and vacate the runway, if the plane has just become airborne and if enough runway remains is to power to idle, land and vacate the runway. If something occurs during the climb, nose down search for landing field 30 degrees to the left or right for a landing. This is something I read about but didn't realise or remember being a briefing prior to take off. My new instructor told me it would be good to remember this as this is one of the this the CFI will be looking for in my test!!
So Moorabbin was very busy this morning (Sunday) and the radio was rather congested, I think there were a couple of times where I had transmitted at the same time as someone else and the tower required clarification from me (apologies to the person I did that to, and to the tower!). The first circuit I performed for my new instructor to see and I felt there was work to be done correcting my technique. The second circuit was a flap-less approach that my instructor showed me. After five seconds when you are suppose to usually turn for base, Power to 2200rpm, hold attitude to wash off airspeed to 85kts and turn for base, the attitude is almost for straight and level and a gentle descent occurs as airspeed decreases. Power then reduced to 1700 rpm to slow to 75kts with not flaps and anticipate the turn for final and line up. Everything was the same with a full flapped approach however the attitude was higher, the first flare I did we bounced on the runway before settling down! The second was good while the third I was correcting with alierons too much and the landing was aborted so we went around (a first time for me!), it was the third and forth landings where I finally got the hang of it and landed the Warrior with a gentle kiss onto the runway instead of a bit of a thud that usually happens. Happy with my efforts I wanted to try a full flapped approach and my new instructor was happy to oblige. We did a full stop landing with full flaps and again we kissed the runway as I landed. It just felt right and I think I have found my instructor to take me forward.
A few things to work on next time round was suggested, rudder control a tip given to me was to apply even pressure to both pedals throughout the flight and when required to relieve or increase pressure on one and the other pedal to balance the aircraft.
The lesson I had today has given me a new lease in life and the confidence I need to command a plane and to say to myself, I can do it!
Really looking forward to what lies ahead, exciting times! It would seem my new instructor is a very popular one, I now know why!
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written by tmpffisch, June 22, 2009
No need to say this aloud to your pax, they don't want to hear it. I usually recite this verbatim, and also take a few moments to actually think about what I said.
Engine failure on the takeoff run I'll close the throttle and stop the aircraft and shutdown if required.
Engine failure after takeoff with sufficient runway, I will close the thottle, land the A/C and shutdown if required.
Engine failure after takeoff with insufficient runway, I will lower the nose, adapt the best glide speed, look 30 degrees left, 30 degrees right, for somewhere to land. Time permits I'll make a mayday call and carry out CFMS, land the aircraft using flaps as required, and shutdown.
Use, use use (and use) your checklist! If it's good enough for 747 pilots, surely it's good enough for you too! Do you know how many pilots with an engine failure make it back to the airport...and land gear up? Even Sully (Hudson A320...)f*cked up, look forward to the NTSB report showing what he did right, and more importantly what he did wrong.
Looking at the end of the runway for judging the flare is a good way to do it, no point looking at the runway infront of you because that's naturally where you'll gravitate to (and thump it into). Even more important once you come to night landings, because seeing the runway side lights get closer and closer together is the only reference point you have, especially without landing lights.
Who's your new instructor?
Engine failure on the takeoff run I'll close the throttle and stop the aircraft and shutdown if required.
Engine failure after takeoff with sufficient runway, I will close the thottle, land the A/C and shutdown if required.
Engine failure after takeoff with insufficient runway, I will lower the nose, adapt the best glide speed, look 30 degrees left, 30 degrees right, for somewhere to land. Time permits I'll make a mayday call and carry out CFMS, land the aircraft using flaps as required, and shutdown.
Use, use use (and use) your checklist! If it's good enough for 747 pilots, surely it's good enough for you too! Do you know how many pilots with an engine failure make it back to the airport...and land gear up? Even Sully (Hudson A320...)f*cked up, look forward to the NTSB report showing what he did right, and more importantly what he did wrong.
Looking at the end of the runway for judging the flare is a good way to do it, no point looking at the runway infront of you because that's naturally where you'll gravitate to (and thump it into). Even more important once you come to night landings, because seeing the runway side lights get closer and closer together is the only reference point you have, especially without landing lights.
Who's your new instructor?
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written by tmpffisch, June 22, 2009
Might I add, while I wouldn't tell my pax the pre takeoff safety brief (they really don't need to hear what I'll do if the engine gives out, doesn't relay confidence in the aircraft), do tell it to your instructor and ATO or you'll fail, along with the pax brief.
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written by methylnick, June 22, 2009
Thanks for the tips guys, Moto was my new instructor and I didn't know about the brief and how you can fail without it, it was there on the checklist too!
The pax brief for the tests, is this something I can look up prior to the test flight? How would I know what I am tested on?
The pax brief for the tests, is this something I can look up prior to the test flight? How would I know what I am tested on?
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written by tmpffisch, June 22, 2009
Passenger brief is something you legally need to cover. Key points that need to be said are:
- Location of emergency exit,
- No smoking,
- Seatbelt done up when required (below 1000ft, during takeoff, landing, turbulence, instrument approach, any other time you say)
- Sitting in a control seat
- Use of lifejackets (when required)
Rest assured, you won't be recommended for a test until there is no doubt in your instructors mind that you won't fail it.
The three key references on what you get tested on is:
The test form for GFPT - http://www.casa.gov.au/wcmswr/...orm640.pdf
The test form for PPL - http://www.casa.gov.au/wcmswr/...orm077.pdf
The Day VFR Syllabus - http://www.casa.gov.au/scripts...c=PC_90013
- Location of emergency exit,
- No smoking,
- Seatbelt done up when required (below 1000ft, during takeoff, landing, turbulence, instrument approach, any other time you say)
- Sitting in a control seat
- Use of lifejackets (when required)
Rest assured, you won't be recommended for a test until there is no doubt in your instructors mind that you won't fail it.
The three key references on what you get tested on is:
The test form for GFPT - http://www.casa.gov.au/wcmswr/...orm640.pdf
The test form for PPL - http://www.casa.gov.au/wcmswr/...orm077.pdf
The Day VFR Syllabus - http://www.casa.gov.au/scripts...c=PC_90013
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written by themit, June 22, 2009
Great work methylnick on your circuits, sometimes it just takes a second instructor with a different method of teaching to make all the difference.
RE: Pax briefings
When I just did my GFPT, the PAX brief I used was in three components.
BEFORE HEADING TO AIRCRAFT
Keep clear of other aircraft on the field, especially the propellers, follow pilot instructions at all times.
AT THE AIRCRAFT (this is for the 172, getting into the PA-28 is obviously different)
Approach aircraft from the rear avoiding the propellor.
Use the step on the strut provided if you need help to get in to the aircraft.
Don't step on the fairing.
Demonstrate how door operates, open, close and lock.
IN THE AIRCRAFT
HSC SEVS
Harnesses- show operation
Smoking- this is a non-smoking flight
Controls- pax not to interfere with control column, rudder pedals, engine controls etc.
Seats- must be upright and locked in position for takeoff and landing
Emergency equipment- fire extinguisher is under my seat
Vents- cabin heat/air, windows and 'coke-can' vents.
Sickness- if you feel unwell during the flight, let me know sooner rather than later, I have a sick bag etc.
And you can also inform them about how to communicate in flight, ie. with headsets.
RE: Pax briefings
When I just did my GFPT, the PAX brief I used was in three components.
BEFORE HEADING TO AIRCRAFT
Keep clear of other aircraft on the field, especially the propellers, follow pilot instructions at all times.
AT THE AIRCRAFT (this is for the 172, getting into the PA-28 is obviously different)
Approach aircraft from the rear avoiding the propellor.
Use the step on the strut provided if you need help to get in to the aircraft.
Don't step on the fairing.
Demonstrate how door operates, open, close and lock.
IN THE AIRCRAFT
HSC SEVS
Harnesses- show operation
Smoking- this is a non-smoking flight
Controls- pax not to interfere with control column, rudder pedals, engine controls etc.
Seats- must be upright and locked in position for takeoff and landing
Emergency equipment- fire extinguisher is under my seat
Vents- cabin heat/air, windows and 'coke-can' vents.
Sickness- if you feel unwell during the flight, let me know sooner rather than later, I have a sick bag etc.
And you can also inform them about how to communicate in flight, ie. with headsets.
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Similiar to you, didnt start doing them until I had a change of instructor. Here is mine, that I got from one of our CFI's newsletters:
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I expect to see T&Ps in Green and RPM and Speed increase
If I do not I will Close the Throttle and Brake
If on T/O and there is sufficient runway available I will land immediately
If not I wiil establish Glide and Land Ahead
I WILL NOT TURN BACK