[T6Harvard]

Ah, cross posted.

I second the recommendation of Stick and Rudder. A fantastic book!! I learned how to land due to a diagram in there, after many hours of not getting the right picture for when to flare

[Cessna571]

tbh, that sentence wasn’t just making my spidey senses tingle, but I’m not an instructor, this is the student forum, it was late and I’d had drink. I knew I’d had a drink

Well put @lobstaboy

[topdog91]

Eight weeks is a long time in politics, it felt like almost 14 years. Anyway, time for a long-overdue update.

Firstly, I'd like to thank everyone for the wonderful advice. In particular, I was aware of the angle of attack causing stall thing, but very happy to have it drummed in. I think what I was trying to say was that if I'm low and slow, I need to do something about it and in practice yes I want to lower the nose, but that is also likely to mean chucking in some power. Or at least that's how I see it now.

Quite a lot has happened in the 8-ish lessons since my last post; I'm some 25 hours in now. Swapping my attention from the runway to the airspeed and back is now pretty natural.

About being way too high, I have learnt that base is more than just getting configured, I now feel free to use base to lose as much energy as I need to without getting as close to the trees, power lines and other nasties, as I might on final. I'm also getting comfortable with whacking in an extra ten degrees of flaps if needed. This means that most of the time my approach is decent, and there have even been times when I was getting a bit low (and potentially slow, see above).

It was a bit of a revelation that I had become so comfortable with getting it down there, that I occasionally may (should) add power here and there to keep it up, and more generally, just keep going with all the relevant controls (and trim! Oh, the trim!) all the way to the ground.

About the drag curve, actually I've just started studying Aircraft Gen and it's in there so I'm getting used to it. About the base to final turn, it's all good now, I'm descending, nose down. In fact without wishing to appear super-naive, I don't quite understand how anyone would feel they should reduce the angle of attack enough to stall on base to final. Need to learn more about that.

I have a copy of Stick and Rudder but am only browsing for now. Going back to the theory, I've now passed five of nine. I'm very happy that I was advised to do Met sooner rather than later and I passed (93) on 26th May. I immediately started on Nav and I finished the material (Pooley's and Easy PPL) a couple of weeks ago, but it's a bit more challenging to do mock questions on the Tube etc as I need the whizz wheel. I'm hoping to cram / revise this weekend and get it done. I was even able to start and ace Comms last week and I'm now thinking about FRTOL (with Irv Lee) whilst it's fresh in my mind, although perhaps some more RT experience would be good first.

Talking of which, over the last few lessons grinding circuits some good things happened. I do pretty much all the RT at this point, and the landings have become good enough that we made a trip to North Weald (the solo diversion) last week for a couple of touch and goes, so I got to:
1) Talk to Farnborough Radar and North Weald Radio; first time I've spoken to anyone who's not Elstree Information.
2) Land somewhere that's not Elstree!

So flapless landings, glide landings (aren't they all, I chuckled), and keep doing what I'm doing, and first solo is looking close!
This was a fantastic experience, probably the first time I really felt like a "pilot".

As for the landings themselves, it's a bit of a blur but since my last post I set an in initial target of making the first couple of circuits every lesson count, just making sure to bleed off the height well in time on base / final. That in itself was a game-changer, having more useful circuits per lesson. Then it was the flare - first it was too soon, then it was too late, and then I was flaring too high again.

This was frustrating for a couple of hours, but I believed in myself and FI. Finally, I understood (thanks FI) that the flare is arguably technically two parts, the first is getting the attitude level so as not to dump the prop in the runway, then let it sink a little more and only then start to apply back pressure. This was a game changer along with learning to recognize the "ground rising" or as I prefer to see it, the runway suddenly widening.

I knew it was going well when FI said a few more like that then it's North Weald, also after one lesson he said "that's exactly what we're looking for" which made me happy because I think he's really investing in making me as good as possible rather than "just" good enough.

Coming back from North Weald, there was a bit of a crosswind, and it didn't faze me. At first I crossed controls trying to get lined up early, then FI just said it's tiring and there's more drag; best to just crab it in and use the rudder and aileron to get aligned at the end. He was right, it wasn't too bad at all.

The big surprise was on long final (my first). I thought I was set up nice and early, but kind of missed my usual mental "triggers" where I'd normally turn base to final, so I had to bleed off some more energy than I expected in the last few hundred feet. Interesting how one would think a long final is easier because one has so much time to get lined up, but it's not that simple.

I've also started booking Saturdays with a different FI as well as my usual Sundays, because I know what the weather can be like and I want to keep the momentum up. I'm about a year in and I remember from last year how it goes. So far, have missed 3/3 Saturdays (including tomorrow) due to wx and then FI wasn't well. But generally pleased with the momentum.

So hopefully can get Nav done tomorrow and circuit time on Sunday... Thanks again for all the insight and support and I'll try to update sooner next time!

[topdog91]

Here's a quick update. Just aced Nav. Couldn't be happier and will enjoy a cool celebratory beverage at home. Now I can focus on Aircraft Gen...

Also popped up to the tower for the first time for glimpse at how our AFIS partners do things. They were jolly nice and said best time probably not this weekend because of the Grand Prix helicopters etc. I'll try again some time in the next while.

[T6Harvard]

Great results, well done.

If you haven't already done so, take a look at CAA Safety Sense leaflet 22, on RT.

https://www.caa.co.uk/our-work/publicat ... eaflet-22/

It's really useful. Obviously CAP413, too. Practice common calls to yourself on your commute. It is better to say them aloud but adapt according to how many strangers are going to hear you muttering odd things

Consider writing yourself a crib on the back of your plog. If I think I may get overloaded I flip plog over, glance at required call and it prompts my brain into action.
As I'm still a newbie I also jot down key words that I may need but that may not spring to mind in a hurry, eg, Unable*. Negative. Request xxxx. Say again. Correction Just to put them at the forefront of my mind.

*NB - I was told that 'unable' is THE key safety word. You say that and Air Traffic have to make another plan. I had to deploy it on my Skill Test when cloudbase meant I couldn't accept 'not below 2400' '. "G-xxx, unable due cloud, vfr*". I got a revised level immediately. *yes, I had already stated vfr in first contact but I felt it was safer to reiterate it in the circs.

Crosswind landings - i tried the wing down method but it was miserable. Everyone said crabbing in then just timing the rudder input to straighten up was, oooh, far harder. For me it was much easier than faffing all the way down final. Crabbing at the right angle was no bother, feeding in rudder 'not too soon, not too late' worked fine. I think it started well because my Instructor flew at max 10' agl the full runway length, demonstrating adverse aileron plus rudder inputs - bit more, bit less. As soon as he said adverse aileron I got the picture, visualised the drag, knew what to do with rudder to keep straight.

[topdog91]

Short but sweet update:

Aced Aircraft Gen, just Principles of Flight and Flight Planning to go. Booked Irv's FRTOL course for the end of the month, looking forward to getting all that done.

Lesson on Sunday was fine; no headwind is always more challenging at Elstree. 6/7 landings were various degrees of good, I slightly ballooned the last one. Just got to let it sink a little more after rounding out, and not rush the flare / back pressure. Then again a couple felt a bit flat which implies that I wasn't getting the back pressure in soon enough. Just need to do it over and over again, I'll get it...

I'm learning that 60 kt over the threshold isn't the whole story, I should aim to bleed off airspeed earlier on final to carry less momentum down to the end. Also, for the first time, a couple were a tad too *slow* and firm. At least I'm becoming comfortable with the airspeed and how much difference 5 kt either way can make.

Still need to do flapless and glide. FI says I'm nearly there, three good circuits in a row is the "trigger" for going solo at this point, so hopefully I can pull that out at some point. :eyeroll: Also have to fill out the school's first solo questionnaire, most of which I can do quite easily from home with a few parts where I'll need the POH. It will be good to actually read the thing, the first time I'll be getting aircraft data not from what FI tells me.

Also spent some time in the tower yesterday on a rare weekday visit meeting an old schoolmate (now ATPL) for lunch. Jolly nice the chaps were too, really interesting and useful to see things from the tower's point of view. I'll have some more of that.

[topdog91]

Today's lesson went as well as I could have hoped. 7/8 landings were great and the one that wasn't was still fine and safe, just a little firm due to starting the flare a bit early. I even heard the stall warner going off. But I think we can guardedly say that I'm getting it. FI was pretty chuffed too. I'm on standby for him next week as his calendar was full by the time I booked (someone's QXC) but am booked in with another FI for the first time so perhaps I can do flapless and glide with him.

The main thing I noticed today is that I feel more in control all the way to the ground, final few feet included. The best approaches of the day were when I bled off the energy earlier on base / final as per the post above, carrying less momentum into the flare. But even on those approaches when I had to work harder to bleed the energy off (and there was one when I was a couple of hundred feet high turning base to final because... brain fart? capacity? stamina?), I still managed to produce good landings, holding it off without ballooning! I chucked in 30 degrees a couple of times, there was a light crosswind here and there, nothing seemed to faze me.

There will be more ups and downs but this was a good day. I also need to make time to fill out the club solo questionnaire...

[topdog91]

Four lessons since previous post, one with another instructor for the first time. Still no solo but FI is confident enough to suggest within next couple of hours. I've filled out the solo questionnaire; it was good to go over "basics" and get into the POH. Aced Principles of Flight and the intimidating Flight Planning and Performance so that's all the theory done; let the 24 month countdown begin. It will be nice to do other things with my "spare" time!

I'm sure it was worthwhile going up with the other instructor, but it was a shock to the system, the same but different. He seemed to feel that I was loose in certain aspects, from the start asking if I'd checked the NOTAMS and weather. I must confess I hadn't as... circuits and incredibly good weather. No excuses and fair to be corrected by the book.

We took off and I demoed what I "knew"; it felt okay then he demoed one with "right, let me show you what I'm looking for" but he didn't say why what he was trying to correct or improve. This doesn't work well for me; if I understand the why it's easier to remember the what. It was interesting to see how different instruction can be, even in the same school.

The main things he pointed out or that did differently:

1. 65kt all the way from base to threshold. I'd previously been taught 70 on base, 65 down final reducing to 60 over the threshold. His reasoning in the debrief: "that's what the POH says".
2. Pitch for airspeed, power for altitude. Now, I know this (and also know that it's not the full story) as discussed previously. It's a few weeks since the lesson so I can't remember why exactly he mentioned this but I guess it ultimately comes down to performance control. My instructor has always taught this mantra but with the caveat that actually pitch and power affect each other.
3. Always use 30 degrees of flaps on final. I'd previously been taught 20 and put in the last stage if it looks like I'll need it.

Overall it felt a bit more robotic, more do this or that with less understanding of *why*. I spoke to my usual instructor afterwards, not to create conflict, but more to get to an overall understanding and reduce my dissonance. He was diplomatic and rightly so. One thing that was interesting is that he felt that 65 at Elstree over the threshold is too fast as the runway is short. We checked the POH and it says 55-65kt (with 30 degrees) so actually 65 is on the high side! Perhaps the other instructor is more concerned about stalling on final... When going back to 60kt the next week, the landings felt "easier" (more time, less float?). About pitch and power, he did say in heavies you can't do that anyway and although a C152 is pretty far from an A320, it does illustrate my discomfort with said abstraction being taught without nuance.

I bumped into other FI today when studying for my exam and we chatted about the wind. I asked what would be his limits for going up for a lesson and he mentioned that the 152 isn't rated for more than 12kt crosswind so that's his limit but even I know that's *demonstrated* and doesn't represent an absolute objective NE. No judgement, obviously different FIs suit different students.

Anyway lessons since then have gone well. In one, we ironically spoke about pitch vs power at the end of final. FI pointed out that if I'm fast at the end, pitching up to lose airspeed is problematic as one loses the runway position, just reduce power as necessary and generally do what I need to do to keep the runway in the right place in the windscreen and the airspeed as desired (and keep it trimmed!). I definitely appreciate this holistic approach (pun intended) and making continuous small corrections.

The (hopefully) last thing to get right was making sure to hold the back pressure in just before touchdown. I had developed a slight tendency to release the back pressure too much if I thought I was ballooning but that might cause us to come in a tad flat or firm.

Sometimes I'd get the nose a little high and assume it was a balloon but actually it wasn't too bad and I just needed to keep the back pressure in there and keep the angle of attack up (yes I've started reading Stick and Rudder and it's wonderful). I think I had been concerned about getting too slow too high and landing with a bang, but as FI said, if I don't flare too early and don't lift the nose too much, I won't get too slow too high and I can just bleed off the energy.

In the big picture, I'm feeling more in control every lesson, things that were blurry a while ago have become nuances that I am starting to understand in terms of the behaviour and performance of the aircraft. I think it also doesn't hurt finishing the theory exams and reading Stick and Rudder, even at my early stage I can feel myself applying the concepts I learn and it all coming together slowly.

Not sure how, but I'm generally flaring at the right time, my favourite data points being when the runway width suddenly grows, and looking slightly to the left of the cowl, not straight over it. Trying to train that peripheral vision. I can also feel the difference between 20 and 30 degrees of flaps when entering the flare and the amount of correction required to round out.

At the end of last lesson FI demoed a flapless landing then I did one and it went great. So just glide landings to do, then hopefully solo. Not sure if it could be tomorrow's lesson (actually looking at the TAF, not sure there will be one tomorrow), or if it would be the lesson after the glide. Not even sure if I would know before the lesson, and not bothered, I feel ready and I'm sure FI will let me go when he feels the same.

Did I mention it feels great to finish the theory exams? Loving it!

[T6Harvard]

Well done on completing the exams, esp FP&P!

Ah, yes..... the very different teachings of Instructors. I know that so well! A great chance to learn more, not in the way you expected but look what it made you think a lot about. You have confirmed that you know (not just parrot-fashion for a multi choice exam) why and how the speeds and flaps make such a difference. Even better, you can feel the difference. This is major. And if you flew OK even though you were having to cope with 'conflicting' advice, that is also major. Imagine this is the early days, you would have been completely overloaded.

Flapless is easier to land smoothly because the transition is less. You are not hoiking the nose up from the 3-stages of flap nose down attitude.

I'm glad to hear that your usual Instructor was a model of professionalism and dealt with your queries diplomatically. That says a lot.

Soooo, solo is on the cards. Most instructors these days do not tell you to expect it beforehand. If they tell you at the start of the lesson that today is the day you may get so tense and distracted that it all goes to crud. They want to quietly sit there, no input at all, watching you deal with events, making any corrections, sensible circuit, safe landings for 3 or 4 in a row. Then you'll be told to make this one to land. A quick brief about the different climb performance, to make sure to Go Around if you feel it's not right in any way, use of 'Student' callsign!, and then off you go

Looking forward to reading about it!

Oh, and welcome to the Stick and Rudder fan club!! Isn't it just a great read?! The 2 diagrams showing the aircraft nose relating to an adjacent office building is what finally made me understand the landing flare picture. Weird, but true

[Hanworth]

There's a thing, isn't there, about learning styles? Some folk learn best by having the overarching principle explained which they can then successfully apply in different situations; others get on best if they are shown exactly how to do a specific thing and then once they've nailed lots of specific cases they can see the overall picture.
Instructors tend to teach in styles that match one or other of those learning styles. Things go best if the instructor and student have a match of styles.
Stick and Rudder is for folk who need to understand the big picture.
Chapter 9 The Flippers and the Throttle, and in particular the diagram on p155 explain elevators and throttle, pitch and speed. Clue: the elevator controls angle of attack.
But it's a bit more complicated on the approach because now we need to follow a particular line through the air or we'll undershoot or run out of runway. There isn't time or space to make an adjustment to the elevator position, say, and watch what this does to flight path and airspeed and then to make the required change to throttle setting. You have to know how to manipulate elevator and throttle simultaneously to get what you want. Of course "know" is the wrong word, it's more "feel" or "see".
Practice, practice, practice. Maybe even play with this at altitude to give yourself brain space to absorb what's going on.
HTH

PS don't put too much emphasis on 'in heavies you can't do that anyway'. You are being taught to fly what you are being taught to fly, that's all that matters now.

[topdog91]

Lovely day despite the TAFs, what could go wrong? As it transpires, no FISO today so circuits cancelled. I was hoping to do our first dual nav but despite being lovely out for most humans, it was too hazy for the first nav.

Still, we went through the solo questionnaire and went over some briefings, so not time wasted. Hopefully next week glide landings, an extra 0.1 of engine failure, then fingers crossed FI will jump out. If my landings are decent of course, not taking anything for granted.

[topdog91]

Sigh. Again dodgy TAFs and arrived at the very quiet airfield to find it looking somewhat ominous and probably below the bar of let's go up and if it turns get straight back down.

In the past I've always been very enthusiastic about wanting to go up (without crossing the line to hazardous attitude) but with the weather and FI saying again that I am close to solo, he wants me to get actual value from lessons which implies a suitable environment, we took a raincheck and I'm not upset, I get it. So close but no cigar!

I'll jump on Flightgear and work on the muscle memory of keeping that back pressure in. I don't pretend that a home sim is much like the real thing in terms of dynamics but in the absence of actually flying, it is useful for getting new habits ingrained. Kind of like armchair flying with something to look at.

[T6Harvard]

Cloud on the deck from 14.00hrs here.
I sympathise

[topdog91]

No update for a while, was on a rather draining business trip. Anyway the good news is that last lesson before the trip FI was super happy and I'm ready to solo next time. The bad news is that my school has again raised prices and a 152 (with instructor) is now an eye watering £315 / hr!

At this point seriously considering a share.

[T6Harvard]

£300+/hr
Be cheaper to book a hotel and do a couple of days at at time in the Midlands!

But yipee to solo on the cards