December 11, 2004

Lesson 11 – Doing much better

Saturday 1:00pm – just had another lesson – circuits again. Weather was good – could actually see the runway all the way round the circuit.

Although my approaches were variable – managed to correct them myself and the landings were much much much better. i.e. didn’t land on nose wheel – landings were not too rough and I think I’m starting to get the idea of flying ~ 1ft off the runway to allow for a gentle touchdown.

Golden rules of approach
  • too high (overshooting) reduce power and and pitch down to maintain airspeed
  • too low (undershooting) increase power and pitch up to maintain airspeed
Interesting? Occurrences
  1. On one of the landings we had to abandon because there was an aircraft still on the runway. Air traffic control had told him to take off immediately but he was still sitting there. At about 300ft we had to abort landing -> so full power -> raise nose and away we went (not forgetting to set carb heat to cold and put flaps up one stage at a time).
  2. Conversation overhead on radio (well the gist of it anyway)
    Aircraft: Coventry tower this is G-xxxx can you direct to runway
    Air Traffic Control: G-xxxx follow heading 023
    Aircraft: Coventry tower I’m at toll bar roundabout (less than 1/4 mile away) – still can’t see runway G-xxxx
    ATC: G-xxx I promise you its there
    Unfortunately didn’t catch rest of conversation – hope they made a safe landing
Things to Remember
On the base leg – getting ready for descent
  1. Carb heat to hot
  2. Power to 1500 rpm – keep nose pitched up to allow speed to drop
  3. When airspeed decreased so that it is in the white arc then 2 stages of flap
  4. When just above 70 kts then, and only then, pitch down for descent

Aborting a landing
Always fly to the right of the runway

Summary

A great lesson – felt like I’ve made real progress – maybe just maybe its starting to fall into place

Note to any flight simmers – Its much more internesting and realistic if you allow for other traffic to be on the circuits


- 2 comments by 2 or more people Not publicly viewable

  1. Steve Rumsby

    Its much more internesting and realistic if you allow for other traffic to be on the circuits

    I've done a bit of flying with other traffic around, but I haven't yet managed to get the right settings to generate a lot of traffic at Baginton. Some of the major airports I've used on my US tour have been a nightmare with too much traffic! I guess I'll just have to crank up the settings to get some 737s getting in my way at Coventry.

    Another trivial question for you, if you don't mind. What's with all the fiddling with carb heat?

    I'm glad you feel that things are finally starting to fall into place. Think back to when you were learning to drive (assuming you did). I do remember it taking a fair while before the basics started to become automatic and I could concentrate on the more complicated stuff. And that was just with two dimensions to think about. I'm sure once it all clicks, you'll wonder why it took so long:-)

    14 Dec 2004, 12:06

  2. Christine Smith

    re CARB HEAT

    You shoul applying carb heat to deforst any ice that may be present in the carburetor.You should always apply carb heat when descending – as carb icing is much more likely at reduced power. Its really important when landing – you don't want engine failure at a critical landing moment!

    When doing a circuit soon after turning onto the base leg. You should (in a CESSNA 152) reduce power to 1500 rpm then apply carb heat and then "when in the white arc" apply two stages of flap.

    FROM THE BOOK

    For carb ice to form, conditions must include muggy air and carb temperatures at or below freezing. Carbureted engines (those without fuel injection) mix fuel and air in a carburetor venturi. The venturi is a narrow passageway in the induction system that accelerates airflow and draws fuel into the manifold. As the air accelerates, its temperature drops — sometimes as much as 40 degrees or more Fahrenheit! Result: If the air coming into the engine is moist and the temperature inside the carburetor is at or below freezing, ice can form. The ice blocks airflow to the engine and, without air, combustion stops and the engine fails.

    Hope this help Steve

    14 Dec 2004, 12:42


Add a comment

You are not allowed to comment on this entry as it has restricted commenting permissions.

December 2004

Mo Tu We Th Fr Sa Su
Nov |  Today  | Jan
      1 2 3 4 5
6 7 8 9 10 11 12
13 14 15 16 17 18 19
20 21 22 23 24 25 26
27 28 29 30 31      

Search this blog

Tags

Galleries

Most recent comments

  • Good blog! Glad you got back in the air again. I am also doing circuits at the moment (at Southend) … by Dave on this entry
  • I think I left a comment back when you were still flying in 2004; glad to see you back in the air! by Fred Woodbridge on this entry
  • Good luck with the lessons. Ciruits will soon become a matter of habit and will give you a chance to… by Tony Harrison-Smith on this entry
  • too scary for me :–) by Christine Smith on this entry
  • Hello. Go for the wingsuit – http://www.timesonline.co.uk/tol/life_and_style/men/article4399319.ece … by Paul on this entry

Blog archive

Loading…
Not signed in
Sign in

Powered by BlogBuilder
© MMXXII