Thursday 8 January 2015

I'm back!

Hey all!

Firstly, I would like to apologise for my lack of posts over the course of the last year. I have been very very busy, from doing my GCSEs, to being the Managing Director of ActiKids; I simply haven't been able to find enough time to keep this blog updated on a regular basis.

But please, don't fret, I will be back... Soon, very soon - the passenger seat belt sign hasn't been turned of yet!

In the meantime, why not like ActiKids Facebook page @, or even follow us on twitter @ActiKidsYE.

Thanks for your continued patience.


Monday 12 August 2013

Ace Abbott - His Story

When I first got in touch with Ace Abbott about the concept of doing a 'Share Your Story' for this blog, his immediately rose to the opportunity. Little did I know how diverse his career has been and many experiences he has endured in his lifetime; I was speechless when his email came through with his story, no really, I was!

Meet Ace Abbott - An author and retired commercial pilot who flew F-4 Phantoms in the 60s, private Learjets in the 70s, and spent 22 years as a Boeing 727 Captain as he tells his story with us and shares some details about his book, 'The Rouge Aviatior'.

Ace in the Captains seat of a 727

Although I grew up on a small, hardscrabble farm in The Finger Lakes Region of Upstate New York I was exposed to aviation at a very early age. In 1950 when I was eight years old, my father purchased a Taylor Craft airplane and sitting in the right seat of the old T-craft with pop at the controls planted the first seed for my aviation career.

An example of a Taylor Craft Airplane
The Taylor Craft was tied down in the back-forty hayfield and after the hay was harvested we would launch the old bird. The takeoff roll involved dodging woodchuck holes on a makeshift runway that was well less than 2,000 feet. After takeoff most flights would start with a climb to 1,000 feet, a full spin, followed by a loop. Now that the kinks and bugs had been removed from the aviator and the air machine we would go around to the local farms and engage in simulated strafing attacks on neighboring farmers on their tractors.
In 1952 a hurricane came up the East Coast and its tenacious tentacles reached into Upstate New York. The severe damage of downed trees and power outage, etc. was totally trumped by the death of the old T-craft, as it was shredded into several pieces, despite being tied down. 13 years later, as I was approaching the receipt of my BA in education at SUNY at Cortland I slowed up briefly while walking by 33 the Air Force recruiter’s office and he immediately coerced me inside where I engaged in a battery of aptitude tests. Two weeks later I was informed that I had been accepted to U.S. Air Force officer’s training school (OTS) and pilot training. The Vietnam War was just heating up and the consideration of being a fighter pilot was an adventure that I could not refuse.
In November, 1965 I jumped in the old Chevy convertible and headed for Lackland Air Force Base in San Antonio Texas. After three months of learning to make the “perfect bed,” shine shoes to the glare hurt your eyes, and engage in military indoctrination while learning to march in step, I was ordained to be an officer and a gentleman (second Lieutenant). With the convertible top down on the 59’ Chevy convertible I ventured across West Texas and found my way to Williams Air Force Base for the 13 months of undergraduate pilot training (UPT).

Williams Air Force Base where Ace done his UPT
Our class, 67F, started with 74 aspiring young aviators. Thirteen months later exactly half of them had “washed out.” I was a physical education major in college and competing with Air Force Academy graduates who had just achieved their master’s degree in aeronautical engineering at Purdue left me in their wake turbulence during the academic phase. Despite not knowing what “PSI” was all about and not having a clue about Bernoulli’s Theorem, I managed to excel on check rides and finished in the top one- third of my class which allowed me to get one of the more coveted assignments to the F-4 Phantom.

Ace posing with a T-34

Prior to flying the fabulous Phantom it was necessary to jump through a few additional loops that were required to become “combat ready.” As a GIB (guy-in-back) or second-in-command I had to learn how to operate the airborne intercept radar, inertial navigation, along with other nuances that were part of being a GIB. This two-month training program at Davis-Monthan Air Force Base in Tucson, Arizona was followed by a two-week survival training school at Fairchild Air Force Base in Washington. It was then off to Florida’s Homestead Air Force Base for a one-week sea survival training program, followed by a short drive across the peninsula to MacDill Air Force Base to finally commence the F-4 Phantom training.
The six-month training program was filled with scintillating experiences and led to a status as a combat ready F-4 Phantom pilot. One week prior to graduation the Pueblo incident occurred— the capture by the North Koreans of an American intelligence ship— and rather than straight to Southeast Asia to fight the air war over Vietnam I went to South Korea in preparation for another war with North Korea. This assignment kept me in Japan and Korea for the next 3 ½ years until I elected to head for what we called, “the hard cruel civilian world.” Flying the F-4 Phantom all over the Far East was an ongoing adventure but it was clear to me that my personality profile which led to the title of the book, The Rogue Aviator, would prevent me from having a successful Air Force career despite my aviator skills. The first third of my book is dedicated to my Air Force experiences and every person who served in any branch of the military will enjoy reading some of the radical experiences of Ace Abbott.

Ace with an F-4 Phantom at Oshkosh Airshow 
Upon returning to the hard “cruel civilian world” in March 1971 I briefly pursued a possible career as a golf pro but soon found out I would starve to death in this profession. I used my G.I. Bill to obtain a Learjet type rating and that opened the doors for employment. The next eight years were filled with adventuresome experiences flying a wide variety of passengers which included numerous celebrities such as: Jack Nicklaus, Jimmy Buffett, Bob Marley, John Glenn, Evil Knievel, Olivia Newton-John, Crosby,, Stills Nash and Young, just to mention a few. In the early 70s most of the kingpins in the burgeoning illegal drug trade had set up shop in South Florida. On Tuesday I might fly a wealthy Palm Beach socialite and the following day, in the same airplane, I would be flying unsavory drug dealers. I never knowingly flew illegal drugs as the drug dealer clients were usually moving money, making deals, or partying in Las Vegas and other high-end recreational venues.

Learjet similar to what Ace would've flown
After eight years of living on the beeper with an erratic social and personal life I was able to grab a big brass ring that put me in the left seat of a Boeing 727. I was hired by Ryan International Airlines to fly Emery airfreight and train all the new pilots that had been flying Cessna Citations and Learjets. After three years of being a “night freight dog.” I ventured off into the unstable world of start-up passenger airlines by accepting employment with Air Atlanta. This was an airline that catered to the business class rider and our 727s had been modified from the usual 150 seats to 88 seats. First-class meals were served throughout the cabin and the flight crews received them as well. I was hired as a captain but my initial training qualified me in all three seats. It was a very unique situation as I would bounce from the flight engineer’s panel, to the captain’s chair and/or the first officer/copilot position.

Air Atlanta 727 that Ace flew
We had a wonderful airline with the fabulous esprit de corps and camaraderie when the founder and CEO, Mr. Michael Hollis “pulled the plug’” and announced that the airline would be shutting down. This was an omen for my future. From March 1987 until September 1997 I was employed with a total of 10 different airlines as a 727 Captain in an FAA 121 airline operation. During that period I encountered five airline shutdowns (Chapter 11) and my average salary as a 727 captain for this ten-year period was $35,000 per year. The subtitle of my book is “the back alleys of aviation” and I experienced most of those back alleys during this time frame. During this period I started thinking that perhaps there was a need for an exposé regarding the greedy and unscrupulous entrepreneurs that ran some of these “fly-by-night” airlines. A chapter in my book, The Rogue Aviator, is titled The Turbulent Ten. It exemplifies my 36 year career which I refer to as “frequent oscillations between the aviation penthouse in the aviation outhouse.”
In September 1997, while surviving on a minimum wage job, I received a phone call from one of my old aviator colleagues informing me that TransMeridian Airlines was hiring. I immediately accepted employment with what appeared to be a relatively well-run company. However, the always unstable world of “nonskid airlines” led to a furlough only a few months later. I returned to my minimum-wage job at the golf course under the premise that my career was over. Several months later I was fortunate enough to be home when I received a call from Trans Meridian Airlines asking if I wanted to go to Belgium for a six month contract flying 727s for TNT airfreight. I initially rejected this proposal as I was tired of chasing airplanes around the world. I called my good friend Marylee and she talked me into taking the job. Her career coaching was very effective and I called TMA just in time to secure the final available captain’s slot.

TransMeridian Airlines 727 that Ace went on to fly in Belgium
After training at Copenhagen, Denmark with Sterling International Airlines, myself and my 14 TMA colleagues headed for Liege, Belgium where our employer housed us in a high-end business man’s hotel. It was real pleasant “digs” compared to the previous ten years of cheap hotels and filth-dirty crowded “crew pads” on the other side of the tracks. I decided six months was too long to be away from my girlfriend so I gave her a long-distance proposal which she readily accepted. A few days off allowed me to catch a jump seat back to Florida and we were married.
TNT freight had a very liberal jump seat policy and allowed us to take our girlfriends and wives along on all of our trips. A few of our garden spot layovers were: Oslo, Norway; Helsinki, Finland; Edinburgh, Scotland; Paris; London; Barcelona, Spain; Portugal, Ireland, Geneva, Switzerland; Vienna, Austria; Budapest Hungary, and a few other locations in Scandinavia. The icing on the cake of this European Vacation/honeymoon was the Mercedes-Benz luxury sedans that met us on the freight ramp to escort us to our five-star hotel. For my wife and me it was the ultimate European vacation and the price was right.
When the contract ended I returned to the US and was soon shuffled off to Airbus training since the company had a few A320 Airbus aircraft. After my first simulator ride I decided that I wanted to be a pilot rather than a computer operator and walked away from a six-figure job. A very apologetic and condescending letter to the TMA management later paid a nice dividend. At age 57 I felt my aviation career was over and headed back to the golf course to commence my new career as a golf pro. Several months later I received a call from TMA informing me that they had acquired some 727 aircraft and they wanted me to return to work for them.  I returned to TMA and spent the last three years of my aviation career as a check airman in the 727.
'The Rogue Aviator' 
Upon retirement at age 60 I ventured into my new career as a golf teaching pro but I remained in close contact with many of my old pilot colleagues. Two of my best friend pilots, Jim Keeling, a colleague from my Learjet days, and Marylee Bickford, and aviatrix who worked with me at four different airlines, continually goaded and cajoled me into writing a book about my radical aviation career. In mid-2008 I took the bait and commenced the project. The third and final edition of The Rogue Aviator has now garnered 34 reader reviews at Amazon and 30 of them are five star reviews. I have been a featured author at the Oshkosh Airshow for the previous three years (2009-2012) and have twice delivered speeches there relating to my second book, Dead Tired: Pilot Fatigue- Aviation’s Insidious Killer. (

As an aviation author I have discovered that book marketing is more challenging and time-consuming than being a professional pilot. I have attended innumerable airshows for book signings, and frequently address such groups as local EAA chapters, Flying Club’s, Chamber of Commerce groups, senior living centers, etc. to host book presentations and signings. I have also engaged in nearly 50 radio interview. The Rogue Aviator was recently vetted by Barnes & Noble and I will be hosting book signing events at many of their stores. The book has also been vetted by the Smithsonian Aviation Institution in Washington DC and will soon be available in their gift shops. I write an aviation-themed blog which is readily accessible by going to my website at My last posting is titled: Private Jets- Justifiable Decadence. I also host a program at  titled Ace Abbott’s Aviation Affair. Anyone remotely interested in aviation will enjoy these interviews with veteran pilots.
A couple of excerpts from The Rogue Aviator are as follows:
  • Where was that back-seater? He now bobbed like a fisherman’s cork in the frigid, four-to-six-foot seas of the Pacific Ocean.

  • Unfortunately, trying to find a person in rough seas with only a head visible is like trying to find a fly turd in a pepper shaker.

  • Ace was escorted to a cell. When the door closed behind him, he heard only a tiny clank, but its effect was sickeningly deafening. The cell had one piece of furniture: a single bed with no mattress.

  • Ace ventured into the retirement phase with no retirement pension program, but and relationships will leave him forever wealthy.

The final excerpt relates the primary theme of the book: The quality of one’s relationships and experiences trumps all else.

At a book signing for 'The Rogue Aviator'

I would like to take this final opportunity to thank Ace for being able to share his story not only with me, but all aviators across the world and beyond. To call Ace an inspiration would be an understatement -- He is much more that that, continuing to share his story and experiences through his blog and online social network sites, he is what I call, determined... Determined to inspire. Thanks again, Ace.

If you have any questions for Ace, or would simply like to connect with him:

Tweet him - @AceAbbott


Drop a comment here which he will reply to.

I hope you enjoyed,

Pilot Jake

Friday 19 July 2013

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

Thursday 18 July 2013

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!


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.

Embedded image permalink
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

Or by commenting below!