Lesson Number 12 - Circuit Bashing

Today, conditions were perfect for a bitta' circuit bashing - High cloud, excellent visibility and low wind!

I arrived at the flying club at around 15:35hrs with my dad and we headed on in to the club restaurant 'Cloud Nine' where my dad ordered a coffee, we then proceeded to outside to one of the several picnic tables to wait for my instructor Michael to arrive in from a student flight.

Outdoor Siting Area at the Ulster Flying Club

It wasn't long until G-UFCL was taxiing on the apron to refuel for it's next flight. My dad and I waited about 5 minutes before going in to see him -just to give him some time to fill out his paperwork.

We headed in and got speaking to Michael, to start with, my general training so far, if I had my medical done, what exams I'd need to go solo, etc. I'd explained that I haven't got my medical done yet, or my first exam, but that I would be getting them both done shortly so that I can go solo in December when I turn 16.

G-UFCL was parked up on the apron now, refuelled and ready to go for it's next flight, so I headed out to the aircraft carried out my checks to make sure everything was in order and ready to go, then I proceeded to get in to the aircraft, bring my seat to the right position, harnesses on, and I begun my internal checks awaiting Michael to arrival, which he did, just before I was ready to carry out my 'Pre-Engine Start Checks'. He got in, fixed his seat up, got his harnesses on, and awaited me to finish my checks, making sure I was doing it all right, we put on our headsets, turned our avionics on, only to realise my headset wasn't working, luckily there was a spare in the back!

Me: "Newtownards Radio, Scrabo 68 requesting airfield information and radio check"

Control: "Scrabo 68, Readability 5, runway 22 in use, QNH 1024"

Me: "Readability 5, runway 22 in use, QNH 1024, Scrabo 68"

Me: "Scrabo 68, taxiing to runway 22 hold"

We had a Cessna 172 in front so I slowed the aircraft and pointed it into the wind behind the aircraft first in line and carried out the 'Pre Take-Off Checks"

With the Cessna 172 away, I released the parking break and slowly taxied to runway 22 threshold.

"Scrabo 68, ready for departure, lining up runway 22"

Pushed throttle to full after lining up with the centerline;

"Scrabo 68, taking off runway 22"

And away we went. After hitting 50 knots, I began to pull back on the yoke and we began our climb, I used the compass to make sure my heading was 220 degrees and that I wasn't drifting of course. 

Upon reaching 300ft, I put the flaps up, continuing to climb at about 65/70 knots, reaching 500ft I began a 15 degree turn to the left until we were heading 310 degrees (An exact 90 degree turn to the left) and we had the runway directly adjacent to our left, still climbing to 1000ft, I lowered the nose, let the speed build and then brought the RPM down to about 19000 to keep our speed at about 85/90 knots, when Michael made a radio call to the ground asking one of the firemen to take my dad down to the side of the runway to get some pictures/videos! We were now flying directly parallel to runway 04 heading 040 degrees, I waited until we passed the 04 marker then made the radio call that we were downwind for runway 22:

"Scrabo 68, downwind runway 22"

I then started my downwind checks:

Fuel - Right Tank

Mixture - Rich

Altitude - 1000

Engine T&Ps - All in the green

Canopy - Secure

Etc, etc, etc!

Courtesy of Matthew Cooper 

While carrying out my checks, I let the aircraft climb to about 1100ft, so I trimmed it out, and continued heading 040. We passed the runway 22 markers and Michael told me that I should begin my turn on to base when the threshold of 22 was 45 degrees (Roughly) from the back of the wing. 

When I thought it was about right, I began our turn onto base at 30 degrees until I was heading 130 degrees, I waited until our speed was under 90, took our first stage of flaps and slowly took away all of our power, and pulled the carb heat to cold, holding the nose at 1000ft until the speed dropped to about 65/70 knots, and began descending, I turned onto finals (220 degrees) at about 750ft and kept the descent going at 65knots, making the radio call:

"Scrabo 68, finals for runway 22"

The speed was in the 'White Ark' so I took full flaps and at 300ft I turned the carb head to warm and carried out some last minute checks such us undercarriage down, speed right, good height, harnesses secure, etc. When I was looking straight ahead at the runway, all I could see was my dad and the fireman running to the side of the runway to get pictures, it was funnier than ya think! At about 100ft, I kept the descent going, it wasn't until about 20ft of the ground that I centralised the control column, flying level over the runway and then slightly flaring the aircraft for touchdown, and of course my dad and one of the firemen were standing at the side of the runway to get pictures/videos (A rare opportunity!) Michael told me to look at the camera and 'Cheese', and I did so... Flaps up to take off, and throttle to full - Away we went for another circuit.  

We did that exact same as last time, everything was fine, speeds right, height fine, I was actually quite impressed with myself! When we turned onto finals again, I could still see my dad and the fireman standing by the side of the runway so I wanted to make this s good landing, I was a bit high this time so when we landed we didn't really have much time to 'cheese and smile' flaps up to T/O again and away we went. 

The third time was again, good, infact pretty good if you ask me, and I had the aircraft under control, okay, perhaps a mistake or two, but it was all rectified before it was serious this time when we landed, my dad and the fireman had left, but upon landing, I spotted a fox on the runway, luckily we didn't hit it, and as we passed, it just stood there and watched us go by, Michael reported it to the airfield manager incase it was on the runway again. 

During the first three circuits, Michael did prompt me through it, just to make sure I knew what I was doing and that I didn't make a complete muck up of the whole exercise, from the third circuit onward he told me he was going to keep silent and not say anything, and to be quite honest, I felt as if I was only ever getting better, less mistakes, feeling more in control, taking all my training into account and flying the aircraft and not letting it fly me - Personally, I think I done pretty well, and Michael even said my flying was perfect and that my circuits were great, which is always a good thing to hear as well as a personal boost. 

So, after the fourth circuit, I continued to do another two, everything was fine really, my only thing that needs more practise is my touchdowns... I can get the aircraft down okay, but I could just make it a bit more streamlined on the touchdown, by that I mean, get the aircraft to a few feet of the runway, then take full power away and flare it. Instead, I was getting it low enough, but kinda rushing the actual touchdown stage. I think it's something every pilot has had to learn upon, and it's my time to learn it - Practise makes perfect, honestly it does, by my sixth circuit, I had almost got it, not got it, but almost!

Michael, after my last circuit, done a very short 'circuit', at about 300ft and demonstrated the 'perfect touchdown', it looks fairly easy, but it does take some practice and that I'm not afraid to admit - But I'm certainly getting there!

So, after today's lesson lasting exactly an hour (1.0) combined with my previous circuit experience, I work it out that I have 1 hour and 54 minutes, circuit time under my belt (1.9) not bad!

Looking forward to my next lesson already, but more to it, my solo in December which I'm eagerly awaiting!

Thanks for reading and get in touch if you have any questions:

Twitter: @JakeLewis23

Email: jlewis438@gmail.com

Q&A w/Simon Burnham British Pilot Flying in South Africa

When I first begun training to become a pilot to now, there have always been certain motivational people who inspire me to go further. Even just hearing their stories or seeing their pictures is enough. 

Simon is one of those people - A British Pilot from Devon flying in South Africa, ex Dispatcher. Surfer & photographer and all round good chap with a real passion for aviation.

I asked Simon if he'd be interested in doing a Q&A session with me for this blog, just so I can get to know him more, but also for those who don't know him can get to know him more. 

Here it is - Meet Simon Burnham:

Simon with a Cessna 208 Caravan

                                             

Where did you're love of aviation begin Simon?

My first love was flying to Spain to visit my grandparents when I was around 9. I remember it to this day - A British Airways B757 and those were the days when you were allowed to go on the flight deck. I just remember saying to myself this is what I want to do, and from that day, I was a real aviation geek.

BA 757 - Similar to what Simon flew on

                       

After you later realised you wanted to become a pilot, what steps did you take to reach that goal? 

First steps of course was nagging my parents to fund my PPL when I left school, when I started flying it was not so expensive as it is now we used to get a VAT return on all flying back then, I also managed to get a career loan sorted to pay part of my flying. I started flying soon as I left school so I did not do 6th form or University so I struggled with the exams.

                             

Do you still remember your first ever flying lesson? 

It was on my 15th birthday remember it well on a Cessna 152 at then Plymouth Flying School on G-WACT (I think).

G-WACT - The aircraft Simon had his first lesson on

                                   
Once you completed you're PPL in the UK - What did you do next?

When I did finish my PPL in 2000 I went to South Africa to do some hour building, instead of going home I ended up staying and started my Cessna Caravan Rating. At this time I did not get a JAA ATPL as I was flying in South Africa. I stayed there until 2002. When I came home I could not afford to fly in the UK so ended up working in dispatch at Exeter Airport to fund my ATPLs.

Exeter Airport - Where Simon worked as dispatch to fund his ATPLs

                            

Tell us about your first solo flight:

Long time ago now but all I remember is that I was not expecting it, we landed then the instructor just said okay,  you're alone next... What I do remember was sounds in the aircraft you have not heard before because you are alone now and there's no one to speak to.

So you got your PPL and ATPL - Then what?

I would recommend anyone in the UK to come fly in Africa in general come get your conversion it's not a mission - 3 exams and a flight test - What I'm currently doing. Come get some real flying experience under your belt, what's wonderful with this place is that you can be flying into a 5 Star Safari Lodge that most people pay big bucks for and you're doing it on a daily bases!

Example of a Safari Lodge in South Africa

                           

What's you're experience of living in Africa involved?

The experience has been great, yeah, it has it's downfalls - The crime is one of them but the British media do like to hype it up a little, but other than that everything is very professional... The aircraft are kept up to scratch, fantastic airfields but what is a difference in the summer time you get massive thunder storms that you spend the day flying around and it can get very scary!

A typical example of what the storms are like in S.A

                                            

So of all the aircraft you've flown in you're lifetime, which is your favourite and why?

Of course I am going to say the Cessna Caravan what a machine! It's like flying a Cessna 152 on drugs. That's now but I will be flying the King Air 1900 and 200 soon so I might change my mind.

King Air 1900

Once you compete your conversion, what do you intend to do next?

I will be heading up to North Africa for a year to get more Multi-Time on my licence. Plenty of work in some really dodgy parts of Africa but if you love flying you go where the work is.

The North African Region which Simon speaks of

What is you're ultimate goal to achieve in aviation in your life time?

Of course to come home and have a stable job with an airline, I do love flying in South Africa but I also love England and to work for an airline.

Virginia Airport, Durban, where Simon is currently flying

And finally, what is you're advice for aspiring pilots out there?

First off, have passion in what your doing. Look around at every school before you choose, ask other pilots what they think. I would strongly tell young pilots to become an instructor or come here to Africa to do some flying before they even attempt to go to the airlines and pay a lot for a conversion. It looks better on your CV, also maybe look for work in an airport part time just to know the workings of an airport.

Which is it?

Thank you to Simon for giving up his time to do a Q&A session with me. I find his story intriguing and very interesting, not everyone gets to experience flying in South Africa, but Simon does.

If you have any questions for Simon, drop a comment below this article or if you're on twitter send him a tweet: @PilotSimon208

Thanks again, 

And remember come back tomorrow for yet again another blog post!

Lesson Number 11 - Stalling!

Just before I start writing my post about stalling, I feel now is a good time to tell you about this weekends bumper blog posting: 

Today: 1. Lesson Number 11 - Stalling 2. Q&A w/Pilot Simon Burnham - British Pilot flying in South Africa
Tomorrow: Lesson Number 12 - Circuit Bashing

Sit back, buckle up, and enjoy the ride!

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There's one thing that I've yet to cover in my PPL course so far - Stalling. 

To be honest with you, I did feel a notch nervous and anxious about this lesson. I have been demonstrated a stall before, and there was a wing drop, it felt pretty weird but kinda cool in hindsight, however when I think about doing a stall, as in, me, actually conducting the stall... I got nervous.

The weather was fine, it was a nice afternoon, little wind and high cloud, perfect for stalling, so we got on with it. My instructor for today was Gary or Kiwi as he's more commonly referred to on this blog, he set me off to check the aircraft out and to make sure everything was good to go.

Tecnam P2002JF - G-UFCL

                            

It wasn't long until he was out, and off we went using runway 15 - we headed straight out over the peninsula towards Bishopscourt, maintaining a climb at about 70 knots and also contacting Belfast Approach:

Courtesy of Matthew Cooper - Ards Peninsula  

                         

Me: "Scrabo 61, Tecnam just departed Newtownards, 2 persons on board, operating over the Ards Peninsula, not above 2000ft and request a basic service"

Belfast Approch: "Scrabo 61, operate not above 2000ft, VFR, remain outside controlled airspace, QNH 1023 and basic service report complete"

Me: "Not above 2000ft, VFR, remaining outside controlled airspace, QNH 1023, basic service, wilco, scrabo 61"

When we were nearing 2000ft, I made a radio call to request at least 3000ft to carry out stalling exercises, they approved of the request and we continued our climb to 3000ft still heading towards Bishopscourt.

Taxiing to the Apron

During the climb, Kiwi explained to me how to carry out the stall, he explained that at first we would be doing slow flight, then taking away all the engine power, holding the nose up, waiting for the stall warning and correcting it - that's all there is to it!

Diagram showing how Slow Flight is maintained

                             

To start with we done a flap-less stall, pulled out the carb heat, removed the engine power, held the nose up, waited for the stall warning and when I heard it, I pushed the carb heat in, and put throttle to full to silence the warning with a loss of about 50/100ft.

After the successful first attempt at correcting a stall, Kiwi got me to repeat the exercise two more times without any mistakes. 

Time to change a few things around; We took first stage of flap and tried the same exercise. We noticed this time that the aircraft stalls later than without flaps. 

Diagram showing indicators on an Airspeed Gauge 

                            

In general, I completed this part of the exercise with no problems again and kiwi was happy that I understood what to do when the stall warning goes off so we turned the aircraft around so that we were flying back towards Newtownards. 

Kiwi informed me that we would join via the overhead for runway 15, a new experience to me which meant flying directly over the standard circuit at a higher altitude then descending so that we could join the standard circuit after joining via the over head, everything was all okay at this point until short final when we realised we were too high for the small runway so we done a go around and give it another go, everything seemed better this time around, I think primarily because it was at standard circuit altitude instead of joining the overhead which was new to me, but worthwhile, this time we had the right speed and altitude and I made a good landing, after landing, we taxied back to the apron, as you do, and done a quick de-brief.

Ulster Fly-in - 14/07/13

                             

Kiwi told me that my flying was great, and that stalling was complete so we can go ahead and start circuits, which I quite like doing!

All in all, a good days flying done and I look forward to my next lesson. 

Thanks for reading and get in touch if you have any questions:

Twitter: @JakeLewis23

Email: jlewis438@gmail.com

Or by commenting below!

Málaga Aviation Museum

Hi all, 

Sincere apologies for the lack on blog posts as of late - I've got some pretty important exams at this time and it's revision, all day... Everyday! But the good news is, they are nearly over, so stay tuned because there's a lot coming your way soon including: 

• G8 Airport Spotting at Belfast International Airport [14th-19th June]
• Lesson Number 11 and 12
• Tecnam P2002JF at the Ulster Flying Club back in service 
• Plus, lots more!

Anyway, today, I'm blogging about Málaga Aviation Museum - The 'Costa del Sol's' little-known jewel

Last year, during August, I jetted of to the southern coast of Spain for a two week holiday, where I knew the Málaga aviation museum lay, so I was excited at the whole prospect of everything that would happen in these two weeks.

Here is the in-flight video recorded when leaving Belfast International Airport (BFS) for Málaga Airport (AGP):

Followed by arrival into Málaga airport (AGP) from Belfast International Airport (BFS):

It was on the last day of my holiday that I visited the museum...

The National Museum of Airports and Air Transport next to Málaga's airport is a well-run and growing treat for the aviation enthusiast and tourist alike. It's situated inside a restored 1938 hacienda-style airport terminal, with its Air Traffic Control tower and surrounding buildings, instantly transporting visitors back in time to the glory days of civil aviation travel. 

To the rear of the site there is a bigger, modern building housing the smaller aircraft in the collection, as well as airport- and aircraft-related displays and equipment. 

Within the grounds there is a large number of retired airport vehicles and transport aircraft. The latter include a Douglas DC-3 (C-47B) in Iberia colours, a Beech 18 in Spantax livery, a suberb Convair CV-440 in the marking of Kar Air of Finland, a de Havilland DH104 Dove of Martin's Air Charter of Holland, and the front fuselage section of an Iberia DC-9-30.

Inside, the main, and more modern building there are also various other light aircraft as seen below:

There is a heavy emphasis on education, with visitors able to enjoy interactive displays, and other exhibits tailored to the younger and other student alike. School parties can be given a history lesson of not just the airport and aviation in Málaga, but about Spain as a whole. From dedicated aviation historians and enthusiasts to casual visitors - everyone will find there is

plenty of interest. The exhibits within the museum are well thought out with a large collection of model aircraft, memorabilia and uniforms, as well as displays of how aircraft work and how airports are run and constructed.

The museum has good view of the extensive general aviation ramp, taxiways and runway beyond. Remember when you have had enough of aviation, there is always sun, sea, sand and large local brewery that this area is known for!

So there ya have it... Next time you're anywhere near Málaga, you know where to go! 

Thanks for reading, let me know what you think by commenting below or 
getting in touch with me all the usual ways - Oh, and remember to share!

Lesson Number 10 - Windy!

Like any other day that I'm booked in to fly, it's always a waiting game to see if I actually will be going flying - 'The phonecall' is how I nickname it. Usually it comes about two hours before my scheduled ETD which was 13:00hrs this time around. 

I woke up to the sound of a ringing phone, legged it down the stairs, and answered it, "Hello, Jake, would you be able to come down to the club now for your flight as the weather is only forecast to get a lot worse..." Overjoyed that I would indeed be flying, I said yes, not like I'd ever say no or anything. Oh and by the way, this was at about 09:30hrs, not often I'm up that early!

The main concern that the club informed me of, was the wind, it was at 30-35 knots and gusting at 45, they said to come on down anyway and we'll go from there. I arrived at the club around an hour after the phone call, both excited and nervous as I'd never flown in such windy conditions.

My CFI, Michael, was still up flying when I arrived but would be back on the ground in about 15 minutes so my dad and I, sat in the lounge and spoke about what flying would be like in the windy conditions as well as flicking through the mass of aviation magazines available on the tables. 

Michael arrived back at the club and said to me, at first eye contact, "be ready for a challenge", I laughed, not really sure if he was joking or not... Turns out he wasn't, he told me that we would be doing circuits again like last time, and also that we would only be using one stage of flaps as well as an approach speed of 70 knots rather than 65 because we had such a strong headwind - So I headed out to the aircraft and carried out my internal and external checklists, including checking the fuel, tyre inflation, stall warning, antennas, etc, after completing the checklist, Michael made his way out and got himself into the cockpit in which I was all set to go, we closed the canopy, buckled up and begun taxing to the runway 15 hold while I gathered the airfield information. 

Michael explained to me while taxing that less right rudder would be needed on take off because of the strong crosswind but we would be taking off at a slightly higher speed than usual - 60 knots in this case. 

I taxied the aircraft to runway 15 for take off, lined up, made the radio call and we we went! I done just as Michael had said, and was climbing straight out, flaps up at 300ft, continue at 70 knots until 500ft, make a left turn still climbing to 1000ft almost 90 degrees to our runway heading, though it was more like 100 degrees to compensate for the cross wind.

(Runway 15 is located on the top right of this picture as it was once RWY 16)

Upon reaching 1000ft, I levelled the aircraft off, let the airspeed increase then brought RPM back to cruising speed. I then made a left turn upon passing the mark in which I use to remember to make the left turn, made the radio call, "Scrabo 68, downwind runway 15", and then proceeded to carry out my downwind checks which mainly consists of checking the fuel, mixture, altitude, engine T's & P's, canopy, harnesses, etc, once completed, I made another left turn, now adjacent to the runway , started to reduce the RPM but kept the nose the same attitude, I waited for the airspeed to reduce to below 97 knots then took the first stage of flaps just before turning onto finals in which I began to descend, making sure I cleared a police radio mast at 500ft, I lined up with the center line, carb heat in at 300ft and taking away the speed ever so slightly while I was at it... And that's all there is too it, I was down, applying the rudder, and pushing the throttle to full - I was away yet again.

I repeated the exercise about 4 times before we had to leave it for the day because the wind was simply getting to bad. I ain't gonna lie, it was tough, and it was a challenge, definitely the toughest flying conditions I've flown in, but I enjoyed it, in fact, I think I flown on of my best lessons this time around, I really enjoyed the tough conditions! It felt pretty weird when big gusts of wind hit the aircraft and it was all over the place, such a weird feeling, I guess you just need to experience it to know how it feels!

Just hope Michael's head it okay after hitting it off the canopy when coming in to land the last time around, a gust of about 45 knots hit us and we were all over the place, but I got us back on track and successfully landed - Both funny and fun!

We then had our de-brief in the club house and Michael explained that I'm pretty much ready to go solo, I just need to get my medical and do my air law exam, unfortunately I can't go solo until I'm 16 as well, which is in December, so a bit to wait yet!

Until next time! 

Lesson Number Nine - Circuits

T'was a nice day... Little cloud about, sunny, mild - Perfect flying conditions!

Today, I knew that I would be getting my first taste of the circuit, so I was looking forward to it, a lot of excitement.

I arrived at the club and was met by Kiwi who's been mentioned a bit in some of my previous posts, he immediately started a briefing with me on the circuit, he told me the sequence in which tasks had to be completed, how long I'd have to do them, when I need to turn, what altitude I should be at, speed for the circuit and also when each stage of the flaps should be implemented, etc.

 

Since this was my first proper go at circuits, I suppose I was a little nervous. I headed out to the aircraft carried out my checks, both internal and external, kiwi joined me about 5 minutes later and we got ourselves into the cockpit, closed the canopy and away we went. We were using runway 15 today because of the southerly winds, I lined up with the centerline, pushed throttle to full, and upon reaching 55 knots, I 'rotated' for takeoff and we were away.

Climbed straight out, and done all the mandatory things such as flaps up at 300ft, demonstrating airmanship, radio calls, etc. I was taking in a lot of details at this point because it was all new to me such as when to turn, at what altitude I should be at and what speed, kiwi helped me along with the the first go around the circuit as it was my first go and I was able to do the approach and landing all on my own, which was good, it made me feel confident.

I took off and just done the same as last time, expect, I done it all on my own, I didn't need much help at all really, just a little bit of guidance at some points which I suppose has to be expected, I got the aircraft down again on the runway and pulled up for our third circuit around the airfield. 

When I got to the downwind stage of the circuit this time around, when I used the first stage of flap, I seemed to let the aircraft climb a little, we should have been at 1000ft, but I was at 1200ft, kiwi let me continue with everything, I turned onto finals and made the decision to implement full flap to help lose some airspeed resulting in a gradual glide, a bit earlier than usual, to lose the extra height gained, I had to be careful not to fly too low as there is a police radio mast on the approach for runway 15 at 500ft, to avoid this, I had to fly slightly right of the centerline approach and then line the aircraft up after passing it along with the normal checks at 300ft just before landing, I got the aircraft down, just as normal.

The forth go at the circuit, everything was fine, until turning on to downwind, when the aircraft climbed again when I used the first stage of flap, we turned onto approach and we were simply too high to carry out a landing so we preformed a go-around and were now on our fifth circuit, I was hoping that I would get it right this time...

And I did, I handled the aircraft well, didn't let it climb, kept it at the right speed and altitude, and done a nice landing if I don't mind saying so myself, I taxied us back to the apron, and had a de-brief with my instructor, we just talked about how easy it is to let the aircraft climb at any point, so once everything was made clear about that, and I felt confident that I wouldn't let it happen again and if I did, I would know how to counteract it. We finished up the lesson and kiwi give me a checklist for the circuit to revise for next lesson.

Quite a day for mixed feelings, but an important day of my flight training, one which I will take many things away from.

Just have to wait and see how lesson number 10 pans out!