Circuits

After take off
1.) At 450 feet turn off fuel pump
2.) Check for traffic with full scan
3.) Turn left into crosswind leg and climb to 1000 feet
4.) Straight and level at 1000 feet
5.) Check for traffic with full scan
6.) Turn left into downwind leg
7.) Radio Call
8.) Pre-Landing Checks
B = Check brakes for pressure, and ensure park break is off
U = Check undercarriage is down
M = Check mixture is rich (up on Warrior)
F = Check fuel selection, contents, turn FUEL PUMP is on and check pressures
H = Check hatches and harnesses are secure
C = Turn Carb Heat on
9.) Turn left into base leg
10.) Reduce Speed
11.) Aim for 750ft
12.) Two stages of flaps (watch for ballooning effect by applying forward pressure)
13.) Turn left into final
14.) Apply full flap
15.) Trickle down power when over fence line
16.) Flair aircraft and commence landing

Stalls

Things to pay attention to when practicing stalls.

(H)eight - over 3000 Feet AGL after recovery, aim for 3500 before commencing stall
(A)rea and (A)irframe - Do not practice over populated areas
(S)ecure - Loose articles and Check all harnesses and latches
(E)ngine - Check oil temperatures and pressures are in the green, T&Ps, Fuel Pump and Carb Heat on
(L)ookout - 360 degree turn for first stall, then 90 degree turns for all others.

Implications of pending stall

Buffeting of airframe
Stall Warning sound
Low Air Speed
High Angle of Attack

Stall Types

With and without power
Flaps On
Full Power

Tips:

Do not recover wing drop with ailerons, always use opposite rudder
Lower nose by reducing back pressure on control column
With power on stalls reduce power in stall otherwise increase in airspeed will occur, re-apply power when coming out of the stall.

Moorabin Radio Calls

Example of radio calls

Moorabbin Tower "Call Sign" is ready "Runway" Left or Right" Received "Designator" for the Training Area Dual.

For example to take off in CXF on Runway 35 Right with November as the designator for the training area would be

Take Off Call
> Moorabbin Tower "Charlie Xray Foxtrot" is ready "Three Five Right" Received "November" for the training area dual.

Inbound Call
> Moorabbin Tower Charlie Xray Foxtrol a Warrior Carrum One Thousand Five Hundred received November In Bound

Moorabin Radio Frequencies & Runway Info

ATIS 120.9
Ground 119.9
East Tower 118.1
West Tower 123.0

17L East Tower 118.1
35R East Tower 118.1
22 East Tower 118.1
17R West Tower 123.0
35R West Tower 123.0
04 West Tower 123.0

Jeppesen Aviator Bag

Just purchased the "Jeppesen Aviator Bag" to store transport the David Clark Headset and paper work. $185 from the Skylines shop at Moorrabin Airport.

Cancelled Flight

This is one of the most frustrating things about learning to fly, even the slightest sign of bad weather, i.e, fog this morning, ruins your day. I was up early and in the car ready for for 50K drive to the Airport when I got the call from Will, can't fly due to fog which means no horizon. Never mind I will go for Sunday instead.

New Headset - David Clark

Nothing too exciting to report but I have have just purchased my first headset, a David Clark H10.13-4 for $550 Australian, inc delivery. Great unit from Aeroparts and comes highly recommended. Am flying tomorrow morning weather permitting and will be practicing climbing and descending turns.

Photos From Lesson 4

General Notes

Lesson 4 with Will; covered climbs, descents and turns. Some general notes to assist with my study are included.

Note: When retracting flaps after takeoff (approx 500 feet) the nose will pitch downward and require back pressure on the control column to maintain attitude and airspeed. Likewise when extending flaps for final approach the noise will pitch up, and therefore requires some forward pressure to maintain attitude and air-speed.

Climbing and Descents

Another early start but a beautiful morning in the Yarra Valley, with no wind, little cloud and nice blue sky's. This was my second training session with Dean as Will is still sick, although I am booked in on Monday with Will so hopefully he will be recovered by then.

More of the same really although I was left do perform a full external inspection for the first time, and the instructor left a little 'time-bomb' which I picked up on. The fuel cap on the right hand wing was not secure.

We focused a climbing, turns and descents, which as previously discussed require power, attitude, speed and trim (exception is straight and level which requires attitude, power, speed and trim). Made it up to 4500 feet which was great, any higher and we would have been in controlled air-space and likely come into contact with a Qantas Jet. Not a good idea.

The pre-and-post flight checks were a little rushed and I would have preferred more time on them, but the intent was really to get in the air and practice manoeuvres.

Managed my first radio call which was a relief, probably sounds stupid but the idea of speaking to air-traffic-control is actually quite nerve racking. I am sure I will get used to it.

Start up and taxi to the runway is getting much easier, as is my control of the throttle, breaks and taxi back from the runway after landing.

We took off with one-level of flaps which is normal for the Jabiru, and at 250 feet AGL (above ground level) retracted, this is 500 feet about sea level (MSL). Landing is also achieved with 1 level of flaps.

I am starting to become more aware of the training area and the location of points if interest, such as Mount Dandenong and the Steels Creek Hill, which I know now is 5K from the Airport and a good place to advise ATC of your intention to head towards to airport.

I should also note that during takeoff I noticed the 'slipstream' effect where the air that is pushed back towards the air-craft (thrust) causes the plane to yaw slightly to the left, to counteract you need to apply right rudder to remain straight during take off.

So that's it until the next lesson.

Power and Speed Settings

Some simple facts to remember in order to achieve straight and level flight, climbs and descents.

Straight and Level flight = 2900 RPM, 95 KNTS and Trim
Climbing = Full Power, 75 KNTS and Trim
Descending = Carb Heat On, 1800 RPM , 70 to 75 KNTS and Trim

Remember

ASPT = Straight and Level from Take Off
PAST = Take Of
PAST = Climbing
PAST = Descent

(P)ower, (A)ttitude, (S)peed and (T)rim

and

Power Changes require Rudder Control (keep the ball in the middle)
Full Power requires right rudder as left yawing will take place
Close Power required left rudder as right yawing will take place.

Technical Specification For The Jabiru-J160

Flying School Information

I thought I would provide some detail on how much I am spending on the entire process. This should be useful for those also wishing to commence their flight training, and facilitate any discussion on cost comparisons.

The Lilydale airport website displays the following prices

GFPT(20 hours dual + 5 hours solo): $4,000 + $650 = $4,650
Midweek GFPT (Using Midweek scheme and training for CPL): $3,360 + $565 = $3,925
PPL (20 hours dual + 5 solo):$4,000 + $650 = $4,650

The website also states that "Lilydale has attractive discounts available for those who can do their training midweek. If you open an account at Lilydale and pay $,1000 or greater"

In simple terms the hourly costs for flying the Jabiru-J160 is $198.00 per hour including GST, but if you fly Monday to Friday and put down a $1000.00 deposit on a credit card, you are eligible for a 10%, bringing the actual cost down to $180 per hour.

Other costs that should be considered when using a rural training school, especially when you live in the city is the cost of fuel.

Check Lists

My third lesson is booked for this coming Thursday with Dean. Unfortunately Will has been ill for the last week and is unable to fly, and although I would normally wait until Will is available I do not want to loose weeks and momentum. Basically I want to keep my hours up to achieve my goal of a first solo before June (40th birthday!). Not much more to report at this stage but I have taken the liberty to scan and upload the check-lists for the Jabiru if anyone is interested.

Lesson 1: Trial Instructional Flight

My first instructional flight was in 2006 at the Moorabbin Airport in Melbourne, Victoria. At that time I was interested in aviation but not completely sure if I could commit the time or budget to see it through to the private pilot stage, and although I enjoyed the experience I did not feel as passionate about it as I should have. This became clear after constant cancellations due to weather coupled with work and home commitments and concerns about money, because let's face it this stuff ain't cheap.

My interest during the last two years as slowly increased, in part due to the constant flying using simulator software such as X-PLANE (version 9), combined with on-line research and study, and the fact that I am about to turn 40 (mid life crisis maybe!).

Anyway I finally decided to research flight training once more and investigated various flight schools and options, and purely by chance had a discussion with a colleague who is a pilot about a training school in Lilydale Victoria, and the advantages provided by learning at a remote facility as apposed to the larger metropolitan airports such as Moorabbin.

So I checked our their website (which is not great) and called to arrange a TIF (Trial Instructional Flight), which is basically a short flight where you a given a very basic introduction into the world of aviation.

On a nice Sunday afternoon I took the family to a few wineries in the area then headed to the Airport for the flight, but upon arrival was told that they had no record of my appointment and booking (not a good start believe me). After some consternation they agreed to take me up in a small aircraft known as a Jabiru-J160, although I had booked a Piper Warrier (again - not good).

I explained to the instructor that I had flown a few hours in 2006 and had a basic understanding of the controls and what I was in for, and we agreed to undertake a first lesson as apposed to the TIF and spent the next hour flying around the Yarra Valley, checking out the bush fires and learning about this little two seater aircraft, which although smaller is faster and more agile than the Cessna and Pipers, cheaper to run, and although is a fully functional aircraft is also rated as a recreational aircraft (RA) as apposed to general aviation (GA) for which the Pipers and Cessna's are rated, and this is where it gets interesting.

To complete a PPL (private pilots license) a student pilot need to pass a "Civil Aviation Safety Authority" medical (CASA), gain a student license, fly for 20 to 30 hours and pass a "General Flying Progress Test" (GFPT), before flying another 20 to 30 hours and passing the PPL.

To complete the RA certification you do not need any medical and can train for 20 to 40 hours to gain your certificate and endorsement to fly a passenger, and off you go flying solo around the training area. All for a fraction of the cost of the PPL, even better you can use the hours flown already as a credit towards the PPL if you wish. The one limitation is that you can fly RA rates aircraft only, such as the Jabiru, but not only is it cheaper, faster, harder to fly than the Cessna, it is great fun.

So my plan is now to fly the Jabiru-J160, gain my flying certificate and passenger endorsement, have some fun flying solo around Victoria, then budget permitting step up to my PPL down the track.

All in all a great day (once I got over the initial issues), and a massive learning experience.

Lesson 2: Straight and Level Flying

Booked my first early morning weekday flight at Lilydale Airport (situated at the foot or the Yarra Valley) in Victoria. The weather was sensational, clear blue skys, no wind and views as far as the eye can see. Unfortunately my normal instructor, Will, was sick so I spent the session with Dean.

I would have preferred to fly with Will but training with other instructors provides variety and introduction to different learning techniques and personalities. I found Dean to be very engaging, relaxed and supportive and overall the session was excellent. It was interesting though that the external preflight checklist of the aircraft (Jabiru-J160) was performed very differently than before, rather than starting at the left side of the aircraft we started at the right. Same items checked as always just using a different routine. This demonstrates some flexibility in that the pilot in command will generally do things different than another, but achieve the same outcome.

The intent of the session was to increase my confidence and ability in performing basic maneuvers, such as straight and level flying, climbing, descents and turns. We revisited the primary tasks for consideration which were setting the correct power, attitude, speed and trim, otherwise known as PAST. These are used climbs and descents, but straight and level flight requires a minor change, which is ASPT, Attitude, Speed, Power and Trim. My first introduction to this was a few weeks ago during my first lesson, and I must confess that it was all a bit overwhelming, but after some study and spending the morning with Dale it almost came together, not perfectly but certainly better. I am also getting over the habit of focusing too much on looking at the instruments, according to my training notes a good pilot should spend 90% of the time focusing on external factors, such as the horizon, attitude, traffic etc, and 10% on the dials.

My understanding of the internal systems and pre/post flight checklists and procedures is also improving, and I am finally getting my head around the need for 'carb heat'; I just need to remember that under 1900 RPM I need it!!! Also the need for the choke when first starting the plane from cold.

My confidence in dealing with the throttle and rudder pedals is also improving, which is making taxing and take offs much easier.

All in all an excellent training session, and for the first time I really started to enjoy views and a real feeling of flying an aircraft, it is completely absorbing and relaxing and you do not have any time to worry about life's little problems, fantastic.