[G-Iain]

Cheers guys.

Planning on flying Saturday with one of the co-owners, for me this is much more about checks, how to use the electric tug, which oil, where the tech log is kept, fuelling, what to do if the battery is flat etc, stuff that is better from one of the owners not an instructor. Then going for a jolly with him and taking my lad in the back, I'm more than happy to be RHS.

I'm then off on hols the following weekend, and then when I am back I have an instructor booked for a proper "check ride" to use the Americanism...hopefully by then I will have my paper license in my hand which I think is a condition of the insurance anyway. And then hopefully all good to go!

There's no mad hurry, I've waited 50 years to get this far, the weather was a right pain at the very end, now spring/summer is finally on the way and I've got my licence and an aircraft. If I have to wait for a few weeks more to get going that's all good with me.

[T6Harvard]

Well OK, I'm not so 'new wings' time-wise, but I haven't been able to fly since October due to family needing a lot of attention and I haven't flown nearly enough since I got my licence last Spring. But ...... ......

...... Ta-dah! I've booked to hire every week in Feb, sometimes twice a week .

Just posting because I'm so excited to be getting back to it

I visited the airfield today, met flying club pals, talked aviation, laughed, drank tea and remembered what it's all about. Oh, and have been offered a rhs in a gorgeous Beagle Pup.

Praying for the weather to be as lovely as today!

[GrahamB]

..hopefully by then I will have my paper license in my hand which I think is a condition of the insurance anyway. And then hopefully all good to go!

Your licence isn’t valid until you’ve signed it, so yes, you need to have received it!

Good luck and enjoy.

[T6Harvard]

Hoo-blinking-ray! I got to fly!! First time since early October.

A beautiful day, with clag east and south threatening for a short time. East Mids, just along the road, was IFR for most of my hour. We were in glorious sunshine, smooth air, wind straight down the runway. Lucky for me

I chose to fly the PA28 because I need practice in that. I was nervous before I set off for the airfield but excited when I got there. I warned my Instructor I was not on my A-game due to having a lot going on IRL. I would not have flown solo today because I didn't feel sharp enough. He resisted the temptation to say/ ask, "What's new?"

Given the possibility that the ring of low cloud surrounding the airfield may clag in we decided to stay in ATZ and I needed at least 3 landings anyway.

First circuit was rusty! Scrappy at times, never dangerous but slightly embarrassing. I did tackle the stupid flap lever I can barely reach, and the tendency to not control the balloon when deploying (152 is much, much easier). First time, much better. Thereafter, all fine. So a quick win there.

First landing was slightly firmer than I wanted but really was OK. Second circuit was sharp, I was happy with it all. Landing good. I asked for advice on whether I should ideally be reducing to power idle a little earlier and my Instructor said yes, could be done earlier. The runway in use has a horrid undershoot of rough ground, and today there was also a huge heap of manure! I've always found it difficult to deal with this and tend to land a little longer on the runway than on 26.

Anyway, no point having a good Instructor give you advice if you're not going to act on it, so I willed myself to ignore the distractions and think positively about inertia

Worked well, flared, held her off nicely and made a nice landing. Two more for consistency. Happy with all other bits of handling, and it all felt very, well, easy!

So the last circuit was crisp, smooth application of flaps, flying down Final steady as a rock, power idle, hold off to the max seemed to take ages as she landed herself, soft as you like. I got a big smile and thumbs up, "There you go!" from my Instructor.

Oh it's just so good to be back in the air.

It's also great to have improved the flap deployment to be as it should be, to still be able to land decently, and to have regained confidence in the space of 50 mins!
Oh, and I got more than enough landings in to allow me to take passengers

Happy days.

Landaway being planned for next week

[Mz Hedy]

Hoo-blinking-ray! I got to fly!! First time since early October.
...
So the last circuit was crisp, smooth application of flaps, flying down Final steady as a rock, power idle, hold off to the max seemed to take ages as she landed herself, soft as you like. I got a big smile and thumbs up, "There you go!" from my Instructor.
...
Happy days.

Happy for you

It also shows (for the benefit of others who are still struggling to learn) that what you've learned the hard way sticks with you when you need to have a break.

[G-Iain]

Well yesterday was quite the day!

After some wx cancellations and holiday, I finally got checked out in the syndicate Rallye by my instructor. She's a bit different to a school 152...

-She's not out on the apron ready to fly, I have to get her out of the hangar (hooray for our syndicate electric tug!), and not hit anything on the way out...
-Low wing, sliding canopy
-Twin tanks, boost pump, changeover tap
-Sticks not yokes
-Uber-sensitive trim wheel
-No detents on the flaps
-Fully castoring nosewheel, differential braking/rudder to steer
-Speeds are a bit different, lift the nosewheel at 35, take off 55, climb to 300' at 65, clean up and climb at 75 (approximately)
-Ground effect on landing
-Controls definitely become sloppier at slow speeds
-Automatic leading edge slats (seems to help to pull them out before starting up to increase lift at takeoff, and also manage the speed to get them to pop out before touchdown)
-No stall horn (just slats)
-The engine keeps the revs much more consistent than a 152 which is forever going up an down by a few hundred RPM, in my experience, however the airspeed seems to wander a lot more
-Two altimeters...it was really handy having one on QFE and one on QNH (they are in totally different places on the panel so I was never confused, the one in my sight line was set to QFE)
-She seems to be blown around a bit more...gusts can get under the wing (lots of dihedral) where the 152 just seems to "hang" under that high wing

Of course, as the bit behind my ears is as wet as the ink of the CAA stamp on my license, I could be talking bobbins on some of the above but that was my impression. Anyway, after the signature on my log book, and a cheese sandwich in the bar, I did "the thing" I've wanted to do my entire bloody life.

"Well, as the aircraft isn't booked (a courtesy WhatsApp to the syndicate group just to confirm, followed by lots of "go for it, and enjoy" messages back) I might as well go flying!"

And I wandered out to my aircraft, not worrying about the time, fuelled up, climbed in, and just went flying. And by flying I didn't drill a straight line hole in the sky from airfield A to airfield B with plog and stopwatch...I just got the previously hidden Skydemon out (OMG what a game changer), took off, left the circuit, and just spent an incredible hour and a bit flying around lazily in the class G, over my village, over Rutland Water, over the disused RAF Cottesmore, giggling like a child and marvelling in the fact that I could now do it, as a properly licensed pilot in my aircraft.

Compared to the stress of the ST this was just such an incredible, amazing experience, and I just cannot wait to tick off another nine hours and start taking friends and family up too and going further afield.

It was super pleasing to know that I nailed all the R/T too (something I did find very hard at the beginning) without really thinking about it too much, greased the landing (the trailing links on the Rallye are VERY flattering!) and tucked her away in the hangar.

That was a day I will never, ever forget! That really was the one where I felt I could properly say at long last "I am a pilot!"

[skydriller]

-No detents on the flaps

Really? The one I fly has manual handbrake style flap lever with distinct dedents - unless you get keen...

Uber-sensitive trim wheel

You should also have noticed much more sensitive in pitch that roll...

-Controls definitely become sloppier at slow speeds

Yes, it's why there is a huge fin and Stabilator.

Automatic leading edge slats (seems to help to pull them out before starting up to increase lift at takeoff,

If they didn't come out on short final then you landed too fast with low AOA... They will automatically deploy when you rotate if you are at the correct speed/AOA to rotate & fly... (I think I said this on another thread?)

Have fun. Regards, SD..

[G-Iain]

Thanks SD!

The flaps on RE are electric, not handbrake style. But it’s a simple sprung loaded up and down switch with neutral in the middle, not a “rack” like a 152. You can see where they are in a little window by the switch, or the bloody great window by your left shoulder!

There does seem to be a huge variation in Rallye cockpits, different switch gear, engine instruments, electric and manual flaps, some with sticks, some with yokes, and some with solid panels in the canopy, some with a stay in the windscreen and some without.

I’ll have a play around with the slats on landing, I got them to pop each time but I felt I was waiting for them passively rather than doing something active to pop when I wanted.

Where is your Rallye based?

[skydriller]

-No detents on the flaps

Really? The one I fly has manual handbrake style flap lever with distinct dedents - unless you get keen... presumably yours has the electric flap option??

Uber-sensitive trim wheel

You should also have noticed much more sensitive in pitch than roll...

-Controls definitely become sloppier at slow speeds

Yes, it's why there is a huge fin and Stabilator

Automatic leading edge slats (seems to help to pull them out before starting up to increase lift at takeoff,

If they didn't come out on short final then you landed too fast with low AOA... They will automatically deploy when you rotate if you are at the correct speed/AOA to rotate & fly... (I think I said this on another thread?)

Have fun. Regards, SD..

[low&slow]

Congrats, looks like a fun aircraft.

FWIW, I have twice had a suction cup drop off in flight; the cup also has a tendency to leave a footprint on the canopy.

[G-Iain]

Thanks, and thanks for the tip! It does seem pretty solid but I would probably re-stick it every flight.

[AndyR]

What a wonderfully happy post

[Steve C64]

Great write up in an interesting aeroplane too .
New Wings has some of the best posts in the forum I reckon, often written from the heart and a genuine reminder as to why we commit aviation. In the 'old' days I'm sure these would have featured in the magazine.

More please.

Steve
(Still in my aviation adolescence)

[T6Harvard]

Yesterday's challenge was hugely interesting. Just a planned 40-ish min bimble as my first solo nav in the PA28. As per usual I had to have something to worry about and this time it was parking on rtb. We are using the West apron and parking backed up to the grass at back of apron, so nose in from taxiway, turn, turn, push back. The issue is that it's tight to get the school and the Aerobility ac in a row there. I had visions of failing this last task!
I can reveal that by some miracle I turned in just the right places, tucked her port wing a teeny way underneath the adjacent visiting Wilga, and lined the nosewheel up dead straight. Pushback was helped by a pal who had watched me land back (yes, I have made sure I can push her back on my own, I wasn't expecting any help).

So to start - My allocated AC had just returned from a brief sortie and checks revealed plenty of oil and 'least' tank was duly noted as that is still new to me.

I was doing my external checks when I heard a cheery call so turned round to see my erstwhile Instructor passing by. I expect he was glad to have escaped the rhs!

Sorted seat out, arranged phone with SD and ensured tablet also running it as backup, and had a marked up chart within reach, just in case!

Checks done, I took off and noted more cloud to the West than I'd anticipated but plan was west, then turn north, then north east, and that looked suitable.

Hmmm, cloud a bit low and spreading. I made for a gap and happily steered through but quickly re-assessed best route and decided to steer SW to miss a small block that was set on second leg of route. I then saw slightly concerning possibility that cloud was closing along track ahead.

I could see through so knew it was clear beyond but not the best. I ran through training re 180° turn etc if entered cloud but realised it was closing behind me so that was worst option.

Reduced altitude slightly, plenty of margin, steered a few degrees further south while double checking proximity to Cosford ATZ! - surface in sight but no horizon to speak of. I ducked under the cloud while fixing instruments with a steely-eyed scan just in case.
I was expecting turbulence but thankfully it was smooth air. In fact ac was as steady as a rock.

In fairness the cloud was not as bad as on my ST but it was my closest encounter on my own, and in the back of my mind I knew the cloud was heading for the airfield! SD indicated a very narrow band though, so should pass quickly. What if it didn't?  Decided that I had Shawbury Radar to hand, and Sleap airfield in the sunshine, so my contingency was to call Shawbs and sort out Sleap as alternate if nec.

I had been planning on changing to Shawbury for radar coverage as I passed abeam Stafford but workload had been high, capacity largely full, and I had stuck to Aviate and Navigate (even more important due change of plan), rather than communicate at that time!

As wispy cloud passed by I immediately saw my first waypoint, a disused airfield, exactly where it should be in good vis, and The Wrekin was prominent in lovely sunshine!

Another look at map, plenty of distance to continue West of planned track before Shawbury MATZ. Remembered to change tanks and note time!

I was still conscious of cloud moving East behind me but also happy to be able to fly intuitively and use brain to address next nav re-route. Now in fab vis I decided to do turns around a point to have a really good look at situ for third and fourth leg before home turn. I enjoyed making the turns as gentle and balanced as poss, in prep for passengers.

Decided to scrap 4th leg, due that being the destination of previous nuisance cloud! So I kept away. Did my recce of friend's house and was surprised to find it was easier to see from PA28 than C152. Another orbit, as I shall do for her.

So back to getting home.... turn towards airfield, approx 12nm. Oooh, a big black wall of cloud down to the ground, right over the airfield!  I know it's moving away and shouldn't cause a problem once it's cleared, but how long and what to do in the meantime? Obviously orbit in a safe place. There is a well marked, very obvious VRP nearer the airfield but I remember someone once cautioning about other ac congregating in such places so I chose to do lazy turns  (loose, so as not to cause alarm by inadvertently signalling NoRadio!) in nice class G over sunny East Staffs .

I then realised I would likely be late back with hire ac so I radio'd to give position and request joining info so at least they knew I was on the way.

Immediately answered by another ac in vicinity, saying they were holding due cloud at the airfield, they were over the aforementioned VRP! They added their altitude and were we nicely separated vertically and horizontally. Phew!

Shortly afterwards they said they would join downwind due cloud on northeast edge of ATZ. I listened out for anyone in circuit to shout up but they didn't (presume everyone on the ground due downpour!),so I thought that was a good idea, too.

Announced my intention, made Rule 11 call, checked very carefully for circuit traffic, reduced alt to 1000', noted lurking cloud on deadside, made straightforward DW, inc fuel pump on. Base, and Final both OK. In truth I was a bit fast over the hedge, should have been 5 knots slower, got speed off but still floated. My first real experience of full-on ground effect. So my hold off was lengthy but smooth, with plenty of rwy left as she landed herself.
As mentioned, parking was far easier than I anticipated .

My debrief last night was as follows -
My handling was the most intuitive I've done, loads of spare capacity for cloud avoidance and re-routing.
Lots of decisions just came to mind and I took time to orbit in safe place to evaluate changing situ.
I shouldn't have proceeded West when I did but having done so I was right not to turn back and get truly socked in as cloud moved through behind me
I handled ac well when dodging cloud, never felt overwhelmed, always had plan B etc
I stuck with 'Aviate' and 'Navigate' and didn't bother Shawbury, as workload temporarily too high to mess with radio
I maintained situational awareness at all times and felt grown up about that!
Happy with good decisions on changing routing, holding for cloud to clear and radioing position and intentions (and NOT holding over VRP because others might aim for there, which indeed they did!)
I enjoyed the good practice for perfectly balanced turns for passenger comfort in future
I was a little fast at threshold so floated but it was a lovely hold off with tonnes of room to spare, should have taken 5 knots off earlier though

But the big learning point was the need to take more care about cloud en route!!
This does seem to be a bit of a common theme amongst newbies!

So money well spent, loads of great experience and learning!!

Every day is a school day.

[G-Iain]

Lots going on there T6, thanks for sharing, some useful stuff for me to bear in mind there! Thanks!