Went to EGNT and waited, and waited……
But it was too gusty.
But, worth the trip in, as Steve ran through some things with me. Also loads of good helicopter crack.
Nearly got to fly
Written by David Pollard on September 1st, 2009Today’s Lesson Cancelled due to Weather
Written by David Pollard on August 31st, 2009Just as well I’ve booked one for every day this week. Looking at the forecast, it looks like quite a few might be cancelled.
“Lesson with Scott” Video
Written by David Pollard on August 27th, 2009Speeded up in places
Very small clip of Eshott Mini-Airshow
Written by David Pollard on August 25th, 2009Lesson 27 – 24th August 2009 – 1450 – 60 minutes – Total so far – 28 hours 4 mins
Written by David Pollard on August 24th, 2009Well, my head was buzzing and in overload after this lesson.
It wasn’t so much a lesson, although I did learn stacks, rather a mini trial practical test with the senior instructor (soon to be examiner) Scott.
To say I wasn’t ready for the onslaught that is Scott is probably an understatement. A very different style to Steve, but not in a bad way. Steve had said that I’d benefit from some time with another instructor and as per usual, he was right.
Steve has a very easy going relaxed way. He never comes on the controls these days unless he’s demonstrating a maneuvre and is subtle when I cockup, staring at a button I’d forgot to click, or something along those lines. Scott, on the other hand, was very full on. But, it really challenged me and I liked that. It gave me a new perspective and I certainly learned a lot. There was one downside, I got flustered which translated into what I thought was a poor performance.
I’ll not remember everything that happened in the hour, but I’ll try……
Scott wanted to be there when I started her up. I’m glad about this, because I think I’ve been doing the startup procedures in a bit of a non-standard way. Note to self…..
Consult the Flight Manual to work out how much manifold pressure I can pull continuously and at max, given temperature and pressure altitude.
Before starting, turn the radio off.
After starting and checking starter motor has disengaged, flick all the switches on (incl clutch)
Scott gets the clearance when he’s ready to go, whereas I’d been doing it while waiting for the clutch to fully engage.
So, with the engine started, I lifted off. I don’t think he helped at this point, so that was a good sign. Post liftoff checks were done. All fine so far.
Taxi to Foxtrot ensued, and then I called that we’re ready for departure. Cleared to depart north, I headed off (as I normally do), but Scott later pointed out that I should have done some pre-departure checks. I was too flustered to remember what they were. I’ll have to ask next time.
Normally, I don’t forget trim and transponder at 500ft, but it was 800ft before I remembered. God help me for the real test !!
He suggested FREDATT checks (Fuel, Radio, Engine, Direction, Altitude, Trim and Transponder) at 500 feet, which normally I’ve only been doing approaching the airfield on return.
So, we did them. He asked me what altitude I was going to fly…2300 feet I told him.
Which I kept initially, but I think I lost it later on.
Once out of the zone, we did a set of maneuvres. REAL BASIC STUFF !!! STUFF I SHOULD BE ABLE TO DO WITHOUT A PROBLEM. First off, was a turn. 15′ degree rate of turn in one direction through 360′. Well, I gained or lost (can’t remember) 200 feet during the turn. Come on David, get a grip !!!
Scott explained a few things and then I did the same turn but in the other direction. This time, it was much better, but there could have been less error.
Oh, before I forget !! I had been using the slip ball for seeing if we were in balance or not. Scott explained that it doesn’t work !!! And it’s not a problem with the helicopter, it’s because the heli is set to show balanced when on the ground, but an R22 flies left skid low, so it doesn’t read correctly in flight !! So, I need to get used to using the string on the bubble. Note to self…..
Pedal to the window with no string in !!!!
So, of course, that threw me completely, because all this time I’d been using the balance ball thing. In fact, in hindsight, that was the thing that probably made me flustered for the whole thing, because all my flying was requiring this new skill of “watching the string” ! 
We then did some climbs and descents. For the climbs, I went over the manifold pressure I should have a few times, until I understood that I shouldn’t go over 23. For all the descents I remembered Carb Heat 50% of the time. 50% of the time would definitely be a fail !!! You need to rememeber it 100% of the time. The risk of icing today was particularly bad, because we went through rain a few times !!
Another interesting thing he said was if there is any rain, no questions, apply Full Carb Heat !!
We then did an autorotation to lose height ie a gradual lowering of the collective. I remembered Carb Heat this time !! 
That went fine. But of course, I was watching the string which caused me to have to think too hard to worry about everything else (rotor rpm), but thankfully either Scott did rotor rpm, or I did it without thinking. Can’t remember, I was too flummoxed !
Apparently, an auto is not complete until you look upwards (for the climb away) and cancel carb heat (NOTE TO SELF!)
We then did an autorotation for range as if the engine failed (75 knots). Faster lowering of the collective and maintaining 75knots went ok, but then I was thrown when he asked me to keep the throttle closed. I’ve never done any throttle work in the autorotation before, but pleased I got a chance to do it. It’s started me thinking on new trains of thought.
I think we then did another one. They felt ok.
By this stage, it was time to return and the rain was falling heavily over EGNT.
Scott made lots of R/T calls because I couldn’t understand things. I really must get my own headset. It was much worse today, and I’m normally comfortable with the Newcastle R/T so either the headset’s at fault (or more likely I was too flustered).
We were asked to hold at the northern airport boundary for 2 inbounds. And then we were asked to nip in before another big jet. Scott asked what would I do if asked to expedite when I was solo. I had previously expedited solo, so I suspected that that wasn’t the right answer and I was right. Don’t expedite solo !! Shame, ‘cos it’s lots of fun, but I knew where he was coming from !
Taxi next to the bowser and then I was gagging for another perfect landing like the other day, but it was messy. Not a 30-second messy dp special that I have previously done consistently, but it wasn’t like the beauties that I’d managed at Carlisle and Eshott.
I did a couple of attempts, but aborted them. Scott then demo’ed one and explained something which has now been lost in fluster land, but it stayed with me enough to do a half decent final landing based on whatever he’d said.
After we’d shut it down, he took me around the helicopter asking me what bits and bobs were. That was very interesting. I think I got 1 or 2 things right, but the other 6 were half-decent guesses that were wrong !! WHY DIDN’T HE ASK ME WHAT THE THING THAT GOES ROUND ON THE TOP IS ? OR THE FAN THING AT THE BACK END !? He probably didn’t know himself I expect !
So, all in all, a huge learning experience, but I left feeling a bit bamboozled. It’s that feeling where I know I’ve learned LOADS, but it’s not all sunk in yet. I’m pretty sure that, tomorrow, things will keep coming back to me, with a “oh yes” kind of moment as they sink in.
Thoroughly enjoyable and extremely valuable lesson in terms of things learned, but not showing my best skills ‘cos of being flummoxed. But, no pain, no gain. If I hadn’t learned the countless things I did, I may have flown better because I wasn’t flummoxed, but not have been a better pilot because of it (if that makes sense). I know what I mean !
But, to end on a positive, and to my big surprise, as the whole lesson felt like I was doing things wrong, Scott was very complementary. He asked me how many hours I’d done, and said I was “well ahead of the game and flying excellently” or something like that.
Video to follow when time permits
Videos from yesterday’s flying
Written by David Pollard on August 23rd, 2009Trip to Carlisle
Trip to Eshott
Saturday 22nd August 2009
Written by David Pollard on August 23rd, 2009Lesson 24 – 22nd August 2009 – 1045 – 54 minutes – Total so far – 26 hours 8 mins
Lesson 25 – 22nd August 2009 – 1630 – 32 minutes – Total so far – 26 hours 40 mins
Lesson 26 – 22nd August 2009 – 1820 – 24 minutes – Total so far – 27 hours 4 mins
The opportunity for some cheap flying presented itself today. Steve had suggested coming to Carlisle with him as he had to take the helicopter there anyway for some trial lessons. Because the helicopter had to go there anyway, I would get the trip at cost and as I would be flying the hours would count towards the Commercial Pilot’s licence. My kind of deal.
Early start. I’d had a bad night’s sleep and wasn’t as bright and bushy tailed as I would have liked, but normally when I start focussing on piloting a heli, it all comes together and to a great extent it did today, but there were also moments where my lack of concentration made for a cockup and I got a berating from ATC (more detail later). Ironically, the current exam I am studying for is “Human Factors and Pilot Performance”, which is pretty much about the effects of various things (incl. tiredness) on flying. So, talk about living the book !!
G-MAVI (Northumbria01) was the bird of choice today. It needed some oil, so I put a pint or so in. It also needed fuel, so I took the initiative and pushed it to the bowser. I’m sure I’d done this before, but I think this was the first time I’d done it without Steve there to add some welly. Need to work on a technique I think, ‘cos he can do it no bother, and there’s nee meat on Steve.
I did the usual pre-flight, startup checks routine. Steve joined me and we we’re off. Runway 25 today (very much a westerly wind), but I was thrown a bit when they asked us to depart directly north. I had to ask Steve what they’d said. In fact, a lot of today’s R/T on my part has been poor, 95% of it because I can’t make out what they are saying. It’s quite frustrating. I think it’s a combination of the headset quality (school headset) and me not knowing what they’re going to say. I find when I know what they should be saying, I can work it out, but if I have to listen to something new, I get thrown !!! Maybe time to invest in a headset !
We did some instrument flying on the way over there. It’s an area I feel quite comfortable with. To be honest, I do a lot of normal flying with lots of reference to the instruments, so after about 5 minutes of only looking at the instruments, I was happy to say “enough’s enough” and proceed visually.
The flight over there was uneventful. Steve took some photos for me, thanks Steve.
dp + Steve….
River near Hexham…..
Spadeadam was closed, so no fast jets to see, sod’s law when I have a camera attached to my head.
As we closed in on Carlisle, the R/T banter increased and again, I really struggled to understand what was said. Here’s my recollection of the conversation that ensued……
Carlisle Tower :- …………..Runway 25……………..19…………Left base…………..
dp :- ?
Now, what I _SHOULD_ do is to ask them to “say again”, but idiot me………….
dp :- Join left base runway 25, Northumbria01.
Steve told me that what they’d said was to “stay north of the centreline for Runway 25, and join left base for Runway 19″.
Needless to say, Carlisle Tower were back on the blower clarifying the instruction. In no time, we were at Carlisle and I hadn’t thought the approach through enough !! I also had my fixed wing head on, and I was going to do a left-base approach for runway 19 as a fixed wing would do, bearing in mind the winds are westerly, which would have been a crosswind landing !!!!
So, Steve corrected me and explained that we could approach runway 19 but against the wind, so what we should have been doing was ending up over the numbers of Runway 19, but approaching into wind. It didn’t sink in, tiredness being the reason I think 
So, although I approached Runway 19 numbers in the right direction, I overshot the approach and ended up in the helicopter practice area that I have been in before.
I can’t remember verbatim what happened next, but it went something like this….
Carlisle Tower :- Northumbria01, you have entered the helicopter practice area and your instructions were to land on Runway 19.
dp :- Sorry, my bad.
Well, I was kicking myself !
Carlisle Tower :- In future, if you are not going to follow my instructions, please let me know.
dp :- Understood, Affirm, sorry again.
I felt as guilty as sin !! Steve was mildly amused.
So, we were cleared to taxi “to the ‘H’”. So, I taxi’ed us over and then the best bit of the whole day came !!!!!!
I’d been reading up on helicopter principles of flight for the recent exams and something I had read had really helped me learn how to land without farting on up and down for 30 seconds, so here was my first chance to put it into practice.
When a helicopter is close to the ground, you get this cushion of air underneath which gets bigger as you get closer to the ground (effectively). So, in a very slight way, a continual lowering of the collective is required to land in one go. Previously, I had been going down in stages and at each stage trying to maintain the perfect hover. So, I put into practice what I had learned in the book and what resulted was in my opinion the perfect landing. There was no movement in any direction and the vertical speed at touch down was a beautiful kiss. I was so excited, I shouted out “OH BEAUTIFUL !!!” or something like that. It’ll be on the video (tomorrow or later today for the video) it was that loud. Steve was pleased at my joy. It really was spot on. There was only one complaint I have with it, is that it wasn’t on the “H”, it was to one side. Which come to think of it, makes the whole thing not as impressive, but I wasn’t intending to land on the “H” so not too worried about that. I was on a total high after that.
Steve got out while I shut it down. 5 minutes later when it was time to exit the helicopter, it dawned on me that the ATC tower was right next to the “H” and I may be getting stern looks for my earlier antics.
As I exited the helicopter, I gave them a wave and I got a friendly wave back, so I think I’d been forgiven.
Steve then did 3 trial lessons whilst I read “Human Factors and Pilot Performance”. At one point, we had some refreshments in the excellent cafe there. It was then time for Lesson 25.
I started her up and Steve got in, and we had to wait 5 minutes whilst an R44 was refuelling and then a quick hover over to the pumps, another successful landing with my new technique, although not as perfect as previously. Shut down, refuel, restart and we we’re off to Eshott for the fly-in event for “Help for Heroes” charity. This was the first ever time I had flown an a/c without reference to a map, and WITH reference to a GPS. In my previous flying time about 15 years ago, I don’t think GPS systems were as abundant. It makes life so much easier than consulting a map ! So much safer too !
So, with a tailwind, we were there about 20 minutes later. It was _busy_ ! Lots of a/c in the circuit and again I _STILL_ had my fixed wing head on. Steve suggested doing a low, tight circuit
and advising Eshott radio that we would stay clear of the active runway. Of course, it allowed us to get straight-in, nipping to the front of the “queue”. We transitioned into the hover taxi next to the active runway and we then followed another runway to a marshaller who told us where to land. Lots of people watching as I made this landing, which was a bit offputting, but one last turn back into wind, and another BEAUTIFUL landing. This new technique was really paying off !!! And better still, I hadn’t embarassed myself with one of my “up and down for 30 seconds” jobs !!!
Steve got out to make sure noone endangered themself, I shut it down and then we went to sign in. Lots of chatting to fellow pilots ensued.
I took a few photos at Eshott….
Some of the other a/c at Eshott….
Here’s where we parked…..
Really good to chat to other pilots. Some very interesting stuff. I spoke to one chap who was a microlight owner and he also flew model helicopters. He was thinking about doing a trial lesson and was remarking how he thought he’d find hovering easy because of his time with model helicopters. I couldn’t help think that NOTHING will help you for your first hover practice, but I didn’t have the heart to quash his enthusiasm.
After about 2 hours at Eshott and a stiff coke (we were offered Vodka in it, but we had one more leg to fly, so it wasn’t as stiff as we’d have liked), it was tme to fly back to EGNT. I went to check the heli over, and then a mini airshow started. The heli was right next to the runway, so I was right underneath this very fast biplane type of a/c. He did some great stuff (video to follow).
Once he’d done his thing and flown off, I finished the checks and Steve came out. I started her up and he maintained a vigil on the tail rotor to make sure noone strayed into it. It’s easily damaged
We then went flew to a very quite/calm Newcastle. So quiet, Steve had chance to have a chat with the ATC chap on duty. I _STILL_ did a fixed wing approach, very shallow glide angle, lots of speed. It’s obviously more inbrained into me than I think. Need to work on that BIG TIME !!
But, it was safe, short taxi and then an “ok” landing at the Bowser. I still employed my new technique, but instead of the straight-down repeat of my last 3 landings, I aborted once, but got it down the second time.
All in all, a good and cheap(ish) day’s flying. Poor approach at Carlisle, BAD TIMES !! Excellent landing improvements generally, GOOD TIMES !!
An exhausted dp resulted and I only just made it through the night’s tv and food ! No sooner had I hit the pillow, I was fast asleep !!
I’ll do the video asap, but may not be today.
Only one lesson booked for this week (monday), due to busy week with kp. Intend to book a lot more for the following week to maximise British “summer”.
Lesson today
Written by David Pollard on August 22nd, 2009Off to Carlisle (doing some instrument flying), then to Eschott for the fly-in event, then back to EGNT. And the weather is beautiful !
Sadly no lesson
Written by David Pollard on August 19th, 2009There were no lessons booked in for me today, despite me booking them last week. Wasn’t until just before I left that I realised I had been booked in for next tuesday and wednesday at 2pm
But, I’m still glad I went, ‘cos I took TWO exams !!!
I had been really struggling with Principles of Flight and Performance Planning. I now realise why these subjects had took me so long !! They were TWO Exams !!! Silly me !!!!! For some reason, I thought they were one.
So, I took the first one, dreading a near fail, and achieved an 82.5%. When I’d done that and the realisation of there was no lesson booked came, I thought I’d do the other exam too and got 90%. Well happy with that !!
Which leaves me only 2 exams – yay !!! Human Performance (how drunk you’re allowed to be to fly and Radio Telephony Communications.
Really pleased at getting these 2 exams behind me, because it means I can ratchet up the rate of ppl lessons and make the most of the rest of the Summer.
Unfortunately, next week, I can only get one lesson in because it’s jam packed with kp stuff. But full steam ahead after that.
No lesson today
Written by David Pollard on August 18th, 2009Fingers crossed for weather tomorrow
