Flying since Tuesday:

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Today was fifth time lucky as Nav 5 finally went ahead. My last nav was back on December 20, before I took a break for Christmas and New Year, then got down to business with the theory, passing that exam a few weeks ago.

I planned Nav 5 but had it cancelled four times in a row- but today was the day. The set route was from Barwon Heads to Tyabb (landing) to Latrobe Valley (landing) to Longwarry to Barwon Heads, taking all of three hours. The weather was OK, cloud at 1500’ at Barwon Heads while Latrobe Valley had broken cloud at 2000’ AGL. This was as good as the Latrobe Valley weather was going to get, so I decided to just do it. On arrival at Barwon Heads, the wind was moderate with a crosswind on 17 and the clouds had disappeared. It took around an hour to get the latest weather and enter those details into my flight plan. I figured that I would be rusty, with three days short of two months between my last nav.
Tyabb was called to ask for permission to land there. A friendly telephone operator advised me to read ERSA (for their ‘fly neighbourly principals’ which basically means watch the power and keep all circuit traffic to the east). I was determined to keep thinking ahead, which would hopefully counter the accumulated rust, but, unfortunately, I forgot the portable ELT-this was quickly recovered and we were good to go.

C172N VH-ADR had around 150 litres of fuel onboard which would be more than enough for the proposed three hours. I left my SARTIME for 1600 with the team at the office and we were soon rolling down RWY 17, kicking off the crosswind with the rudder and aileron. Climbout was fine and I performed the CLEAROFF checks. Time over the top of YBRS was 1341 and we were soon on the initial heading of 091. We would travel via Arthur’s Seat for this leg to avoid going over the bay- this would require life jackets and would be unnecessary risky if the unfortunate happened. Arthur’s Seat came quickly, and by 1405, we were overhead the unmistakable hill of it. More CLEAROFF checks and then I set course for Tyabb- HDG 059. We were promptly there in 7 minutes, and this one was a landing (landing 2 away from YBRS). The windsock pointed to RWY 17 like at YBRS, so that it was. My circuit was a little close-and my approach a little high as a result. My first landing on asphalt ever (another for this blog of firsts) was smooth- I was happy with it even if it was a little too far down the runway. There was no time for stopping- it was a touch and go so off we went.

Course was set for Latrobe Valley- 084 degrees and I settled in for the longest leg of the trip- 40 minutes. We flew past Western Port and flew right past Tooradin- I could see it from way off having been there by air three times. This was the first airfield that I spotted before my instructor. We were tuned to the local frequency and heard a Jabiru up doing circuits- and a fair bit of other traffic around for a Tuesday afternoon.

To pass the time, my instructor and I played ‘identify the town’ which is always interesting. I suspected that a diversion was coming up, and I was right. I was told to turn at Athlope for Inverloch and then proceed directly home from there. I had no idea where Athlope was and still don’t know now. (does anyone out there know Athlope?) It was impossible to spot from the air, and may have been three houses on the river bank. So, I worked out where Athlope would be in relation to Drouin, a bigger town which I had already spotted near Warragul.

I turned right and headed almost due south for Inverloch. I was a little too early with my turn and we ended up over Wonthaggi, taking a parallel to track to what we should have. From there, going home was easy- just follow the cost. The wind farm and the site for the new desalination plant were very strong landmarks here. We passed over Phillip Island which I hadn’t seen in detail before- impressive before moving through restricted area 323A (not operating today) and back home. The approach into Barwon Heads was a little challenging with the crosswind, but I stuck with it and we got down with only a light bump.

Exactly two hours were on the clock. My instructor was happy with my nav work, and has set me up for the next nav which is the big solo for hour-building from YBRS to Hamilton to Warrnambool to YBRS. It's scheduled for Friday, so hopefully the weather is kind and it can happen then. I still need to do some VOR/ADFstuff, but the VOR radio wasn't working in ADR today, so we had to leave it for some other dual session.

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Saturday was a beautiful day here in Toowoomba. I was all lined up for a 3pm lesson, showed up to the Aero Club (hoping for crosswinds as there was a bit of a northerly), only to open the door where I saw one of the Grade 1 instructors talking to one of the Grade 3 instructors (the one which I was going out with).  The Grade 1 (Ray) turned to me & said, "going solo in the training area today are we Damien?". To which I responded, "I was hoping for some crosswinds". They laughed at me & Grade 1 told Grade 3 to do a couple of PFL's with me & if I was ok to send me out on my own.  So that was that.

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It's been a while again since I updated the blog, and don't worry, I'm not losing interested, I've just had a lot on my plate for a while now.

My last lesson was on Australia Day (26th Jan for the non-Aussies) where I didn't end up going up with my normal instructor, but another instructor. This worried me a little as I was supposed to be having a check ride with my normal instructor & then going area solo. Well, my concerns were validated as we ended up flying for an hour & a half dual, and then he said I was right to go area solo, but I was had it (nerves & wallet). Oh well.
The cool thing he did take me through though was 60 degree turns & limit turns. They were awesome! I think when I've completed my CPL & MECIR I'll have to do an aerobatic rating! (I've heard people say that life is better inverted (PCDU)... I reckon they might be right!)

I did really like how this instructor taught though. He's an ex-army helicopter pilot and was very practical when it came to practice forced landings. Some of his comments were actually rather daunting... true but daunting non the less! Very realistic, I liked that.

I will be flying again this Saturday (hopefully with my normal instructor), however it'll have been nearly 3 weeks since I have flown so I'm pretty sure it'll be much of the same. I've read blogs & listened to other peoples podcasts about learning to fly & most seem to get stuck, plateau, have trouble at a curtain time... I like to think it positive that mine is with the concept of the plane crashing ;-) .... but hey, you gotta learn how to bring it down safely or you may not be around to fly again!

On another note & to tell you some very important news, I tendered my resignation yesterday, Jo (my wife) & I are selling the house, and I will be learning to fly full-time. This has been what's been on my/our mind lately. It's a big risk we know, but we're very comfortable with the decision, and optimistic of the outcome.
The good news for all of you is that these blog posts will come within a day or two of each other (hopefully you wont get sick of reading them!), and I'll also be posting cockpit audio from time to time so you can listen to what goes up there.

I just wanted to say thanks to those who have been supporting me, giving advise & having faith in my ability (although the ultimate test of that will be when you get in a plane with me as the pilot!)... especially mum & dad who have agreed to have their 33yr old son, his wife & 4 children move back home!

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“Drop me off and you can take it around by yourself“

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G'day all,  my name's Damien & I'm a plane-oholic... oh sorry, wrong group :), but it's true! My old man was a RAAF'y, working as a Radio Technician he served on the Iroquios in 9 sqn Vietnam & then again with 9 sqn at Amberley. He worked on the radar on the Mirage, worked on the Canberra & ECM with 482 sqn.  So growing up ,what do you think I dreamed about?!  Anyway, after having 4 kids & getting myself all tied up to a mortgage, I've finally got around to learning to fly (the wife always said I could after I got her a house - and she kept to her word!). 

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Lesson #9 - Advanced Stalls & Incipient Spins, Lesson #10 - Practise Forced Landings & Lesson #11 - Steep Turns

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A couple of people, particularly those who haven't navigated before have asked me what the one-in-sixty rule is that I keep referring to in my posts. So, here is an explaination.

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Today I went up on my first cross country solo flight- a very enjoyable flight indeed. The weather in the morning was in good shape with light variable winds and some cloud higher up. Nothing that could stop this nav from going ahead.

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