Today was interesting with my circuit training. My original instructor has gone on leave so I had booked my lesson with another within MFS. I was a bit nervous because it was a different instructor, but was quickly assured and relieved as we went through a pre-flight briefing. My flare and landings needed more work and I described my issues with my new instructor. It was suggested that I try a few flapless landings to really see and feel how the plan behaves just upon touching down for a landing. There were a few new tips given, do not look at the runway, aim and look at the airport boundary fence right on the other end of the runway, then you can see and feel how the plane "sinks" as you flare for landing.
Being a little apprehensive with a new instructor I did all my checks. With my new instructor I found it was okay to use the checklist, so I was taking some advice on board from Downwind members to commit to memory but check and confirm with the check list. After run ups I was told of the pre-takeoff briefing which I was not aware of, but made sense as my new instructor explained to me. This is to brief the passengers and more importantly the pilot (me!)! In case something happens upon take off.
The briefing (I am going from memory) is to explain what actions will be taken during take off run and something comes up requiring an abort of takeoff before 60kts is to reduce power to idle, slow the plane down to taxiing speed and vacate the runway, if the plane has just become airborne and if enough runway remains is to power to idle, land and vacate the runway. If something occurs during the climb, nose down search for landing field 30 degrees to the left or right for a landing. This is something I read about but didn't realise or remember being a briefing prior to take off. My new instructor told me it would be good to remember this as this is one of the this the CFI will be looking for in my test!!
So Moorabbin was very busy this morning (Sunday) and the radio was rather congested, I think there were a couple of times where I had transmitted at the same time as someone else and the tower required clarification from me (apologies to the person I did that to, and to the tower!). The first circuit I performed for my new instructor to see and I felt there was work to be done correcting my technique. The second circuit was a flap-less approach that my instructor showed me. After five seconds when you are suppose to usually turn for base, Power to 2200rpm, hold attitude to wash off airspeed to 85kts and turn for base, the attitude is almost for straight and level and a gentle descent occurs as airspeed decreases. Power then reduced to 1700 rpm to slow to 75kts with not flaps and anticipate the turn for final and line up. Everything was the same with a full flapped approach however the attitude was higher, the first flare I did we bounced on the runway before settling down! The second was good while the third I was correcting with alierons too much and the landing was aborted so we went around (a first time for me!), it was the third and forth landings where I finally got the hang of it and landed the Warrior with a gentle kiss onto the runway instead of a bit of a thud that usually happens. Happy with my efforts I wanted to try a full flapped approach and my new instructor was happy to oblige. We did a full stop landing with full flaps and again we kissed the runway as I landed. It just felt right and I think I have found my instructor to take me forward.
A few things to work on next time round was suggested, rudder control a tip given to me was to apply even pressure to both pedals throughout the flight and when required to relieve or increase pressure on one and the other pedal to balance the aircraft.
The lesson I had today has given me a new lease in life and the confidence I need to command a plane and to say to myself, I can do it!
Really looking forward to what lies ahead, exciting times! It would seem my new instructor is a very popular one, I now know why!
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