Thursday, April 2, 2009
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.
Thursday, March 26, 2009
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.
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.
Wednesday, March 25, 2009
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.
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.
Tuesday, March 24, 2009
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.
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.
Monday, March 23, 2009
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.
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