Just H

Hello all - just thought Id drop in and for anyone interested, give you an update on my progress. Im pleased to say that Ive come a long long way from my initial worries about taxiing lol, these days my efforts are concentrating more (lately) on crosswind landings - something quite daunting to begin with. Ive now got 19hrs under my belt, have the student pilot license, asic card, and medical paperwork should finally surface this week. One of the things I did learn was that I may have set myself up a bit in a bad way to begin with when commenccing circuit training, in that i found it was most suitable for my work schedule, to go early mornings before work. It is cooler, and a very nice time of the day to fly with little to no wind. Landings were really coming along nicely, and I have (since) been doing most of the circuit work unassisted and unprompted, but still requiring a bit of support when on late finals - the big scary ground thing was happening a bit at first. Having become quite confident and competent at this, I then doiscovered that crosswind brought in a whole new set of issues to deal with (not suprisingly), and this has been most exhilerating to work on mastering. Another issue was my lack of (seemingly) wanting to manhandle the aeroplane a little more - Ive always been very "gentle" on machinery (except in old 2 stroke American diesel engines and trasnmissions which required you to drive them like you "hated" them), and as a result was not having strong enough control inputs to counreact the various forces - and also - had a huge fear of coming in on an angle - it just didnt seem natural at first. Went out again this afternoon for more circuits and "engine failure after take off" training - all of which is now going very well. Some wise commentary was made earlier in this thread when I had a bit of a relapse - and suggested that this needed to happen so that I would then finsih up eventually, using my own accumulated judgement. This was quite profound, and i can now see how true that has been. Watching a few clips on you tube involving crosswind landings has also helped demonstrate just how much control inputs are really needed and has helped also in a small way. Directional control has improved heaps, and Im now at that stage where there are less "heart in mouth" moments and more successes in attempting to master the art of flying. I have to give a great deal of credit to my instructors - I have had one instructor now for the last 8 or more hours, and he has been excellent. Ive gained so much more knowledge form him and the CFI who i have recently been flying with that even though its not a chep exercise, the vaalue foir money in the amount of information learnt inside the space of that (all too short) time, is amazing. If I didnt have the flyimg bug fully before, I have now :) Not far off first solo time....watch this space, and thanks again for all the support and encouragement you guys have offered here :) H.

Nev, from past learning experiences, I reckon you'd be right. Its still a hard pill to swallow though. I am sub conscioulsy expecting that *next* lesson will be one of those ones where you walk away feeling like youre really cutting the mustard again ;) And if it doesnt pan out that way, then the next one after that must be something super special to look forward to :)

Well, last lesson (just yesterday, Sunday), we did the zig-zagging on the taxiway, and this has helped immensely. Im still nowhere near as proficient at it as Id like, but theres and improvement, and thats excellent. I took onboard some of the suggestions offered, and one that is helping noticeably is the idea of looking further ahead on the taxiway, when trying to keep a straight line. But the big sweeping zig-zags was good for learning how to get the aeroplane to do what I want it to do on the ground, and I was getting quite chuffed with it before the taxiway ran out and it was time to line up at the holding point. :) As agreed with my instructor, what I would like to do next is have a lesson to just reinforce and practice a couple of things that (along with taxiing) will assist the old confidence factor a bit more, prior to hitting the circuits again. For some reason I seemed to have lost my mojo a little this week. Funny how the adult learning cycle goes hey....but last three lessons were tops, so one out of four aint so bad ;)

Hehehe....just had a peek back in here....nows as good a time as any for a brief update. I have another thread going in the Student Support about "taxiing blues", but really, Im starting to "get" the whole thing a bit kore now, and having a blast with each lesson. Last lesson saw my first go at circuits, and these are an excellent idea (in my view) as they continue to reinforce all the previous lessons, PLUS introduce landing and taking off into the equasion. Was pretty darn awesome doing my first take off :D, and I really loved the turns - they sort of come a lot more naturally to me now, as my instructor soon got me out of the naughty-naughty practice of being too interested in the screen, and helped me get the gist of looking out the windscreen - it seems completely natural and appropriate now, and I seem to have little trouble assessing 15 and 30 degree turns. Another bonus was also of a similar ilk, in that instead of looking at the tacho when wishing to reduce RPM, "listen" first and pull the throttle back by feel, then a quick glance to confirm - managed to pull this off a few times as well. Although for some these may be "small steps" for mankind, they are "giant leaps" to me, as they are all pieces of the jigsaw dropping into position. So this was three lessons since the one above where I wasnt so impressed, but still sensible enough to realise its all part of the learning process.....although Im ever so glad I didnt consider giving it all away as "too hard" - I love flying (now) too much to ever think about it! Im back again next Sunday, which Im very much looking forward to, for some more circuits, so we soldier on! :) Watch this space :)

Well, what can I say but thanks! There has been some excellent advice provided that seems to make perfect sense! Im booked to go again this coming Sunday, and I will keep the ideas given, along with my instructors advices, and see how what we come up with ;) I wont go thanking individuals here, as ALL the tips given are of value - especially some of the info on the actual aeroplane type being the way it is, and some of the ideas (like the tip about keeping some focus on the end of the taxiway rather than too close) also makes sense, as in hindsight, the one day where I felt Id improved in this area was the one day I wasnt being so focused on this part, and was looking further afield. Another little area that took me a bit of getting used to was the "feel" of the trim wheel, so the "Select, Hold, Trim" thing was a bit challenging, but hell, thats why I love learning to fly - its all still new and I did seek a challenge ;) With such enthusiastic advice, I will be sur eto pop back here afetr next Sunday's sortie, and let you good folk know how we got on *this* time :D Thanks again guys (and girls). I hope some day that I may be able to contribute back :)

Hello all :) Im presently learning in a C172, and might add that Im having a total blast! After a 4 - 5 week gap in training due to some work commitments, I got back into the saddle again and have made soem great progress, and have just started to do circuits, which is very cool. Im also still really pleased as punch with where Im learning and the instructors I have had. My only issue is taxiing on the taxiways etc. Ive learn to operate (and then teach in myself in most cases) cars, trucks, buses, freight trains, etc...but *never* have I had to *steer* anything with my feet! So at present, Im still wandering all over the place and over-correcting / over steering when heading out, and its making me a bit disgruntled. In the air, Im really feeling like Im going great guns, and am absorbing and retaining more and more each time, so Im most happy about that. But this whole steer with feet concept has thrown me a little. My instructors have indicated very clearly that this is something that gets better with practice etc, and I have no doubts that they are correct. So my question is to the good folk here is; Has anyone else really had a bit of a weak spot in this area, and what did you do to overcome it? I have even contemplated asking the school for an hour of just taxiing so I can get over this one issue for now, but I doubt that would be possible...and could get rather hot lol ;) Any suggestions or experience would be appreciated. Just H.

Howdy all.... as I promised, I said Id keep some feedback going on my progress, and herewith now, fo rth enetertainment of all and sundry, comes my latest observations :) My last lesson was S"traight and level", which went really well and I felt full of confidence in that I was "getting it" and remembering the principles. Sadly, due to work commitments overriding the days off I had arranged to get back for my next elesson, it ended up being 4.5 weeks since the last one, and the next lesson which I took yesterday, cartainly reinforced the notion of needing to "keep up with it" in the early stages. This lesson was "Ascending & descending", and where I fell over was the lack of revision and remembering the key speeds of the C172 for the Best Rate, Max Rate and Glide rates. I kind of went completely blank, and all I could remember for some reason was "68 Knotts" :( I had a very extensive pre sortie briefing with my regular instructor, and then the air time with a different instructor, as my normal chap had a cold. I havent taken any fo this as a negative, as I still recall learning to drive buses and later freight trains in my careers, and each lesson or experience was a hot / cold / hot / cold for a while in the early stages of learning. Also, it *has* been four and a half weeks since I was there, and I also havent studied a lot of the BAK manual for a while as well. So I couldnt really expect any better, when I look back at it now. So my view for this time is to get back into my book, get back in the saddle hopefully next weekend, and get stuck into heaps of revision. I suggested to my instructor that I resit that last lesson to "catch up", but he has suggested that the next lesson ih the syllabus covers a lot of that work as well, and that it shouldnt be necessary. I am happy to take his advice on this. Either way, despite coming away a little disappointed in my own lack of study and chance to get in the air again, I am looking forward to getting back there again soon. Regardless, having completely no idea about anything aviation wise in no more than 4 hours of air time, a combined toal of probably 10 hrs of theory lessons and the bit of time I have spent in the BAK manual, I am still impressed at being able to have absorbed and learnt what I *do* know now :) Cheers! H.

Welcome mate! I only lobbed up on this forum a few weeks ago, and have to say that its a friendly lot 'round here :)

This is quite ironic, as I was having a discussion with one of my staff recently, who informed me he was learning to fly helicopters. Without being rude, I asked him how the hell he could afford to. He made a statement about how he is in a good position and owns his home, so was seriously looking at buying Robinson R22 (I think.... - Im not much into choppers), for similar reasons, except that he wants to fly his long after he has his license. So in his case, it seems like it could be a logical and smart choice for him. However, in my case, after just about completing paying off a Mercedes car, I think Ive had enough of repayments. Curiosity still gets the better of me and I admit to having scaled the pages of the aviation classifieds - there were two aircraft under 40K that i liked, one being a fairly tidy Cessna 150, and there were two Piper Tripacers I liked, all at would appear to be a relatively lower end of the scale price. But for me, at such an infantile stage of learning, Id rather wait and work out what I *really* like.....the Tripacer appeals to me simply for its nostalgic looks, and other si have spoken to speak highly of the model - especially the taildragger type - even more so if you want to fly to small bush strips (which is where I would be wanting to go once I attained my PPL). However, speaking broadly, repaying 40K to a bank, and then coughing up maybe 10K a year in running costs, maintenance and heaven knows what else, I think it safe to say Im better to support one of the two schools I have access to for now, and might be better off forming or joining a syndicate with some others, for a more modern aeroplane later. Just my rambling, garbled thoughts.... :) H.

Thanks Bacchus, Planedriver and Bec! My view has been one of doing this because I *wanted* to, not for career, business or anything else that can finish up having the weights being put on you to get it completed by a set deadline. A bit like when I was having Russian lessons a few years ago. Except this isnt quite as random :) I need to get around to booking lesson 3, which I suspect will be weekend after next. Im salivating (well, not literally) at the thought! Its great to have a passion to look forward to indulging in ;)

Wow, thats sterling info Sue, and also Old Man Emu, thanks :) What sort of donk is in the avergae Piper Tripacer? I do like the sound of the Lycoming, as it sounds like a good "hack" engine, a bit like a 250 Ford motor - get bits for them anywhere! I have been mortified in the past with rarer engine types in land vehicles - looking into traction motors for English built locomotives, gearboxes for English buses, and other things - even simple fan hub bearings for an American diesel thats getting a bit log in the tooth can be almost impossible, and if you can get them, theyre as dear as poison. So to me, the Lycoming sounds like parts availability is good, which should also mean comparatively, the cost will be within reason too? Either way, Im still at least a year off from even seriously looking at a purchase, but you can never start gathering info and chatting about such things too early, given my lack of background & knowledge of such :) H.

Thanks all for the warm welcome! For most of my life I have been totally oblivious and ignorant to all things aviation, except for the brand names of a few aircraft. It really kicked off when a colleague (who is into planes in a big way) asked me what my favourite plane is. I answered that I didnt have one, as I wasnt into them very much, but if I had to pick one, it would be the DC 3. A week later after my colleague returned to Sydney, a nice framed picture of an RAAF DC 3 arrived at my office, with the note that "You have one very blank wall" attached to it. I put it up, and over the last year, it has give me a kind of flying bug :D Im in such a position that I have a well paid job, and can afford to go for lessons fortnightly at present, and when a few other things clear up later this month, I can then hit it a bit harder. What I like most about it all is that I have known nothing about aircraft, and everything I know now, is purely from what I have gleaned from 3 lessons and the BAK manual. So as far as "bang for your buck" goes, Im impressed so far. Im only up to "straight & level", but I dont much mind. When you know nothing about something your learning with no pre-conceived ideas, each lesson and time I read, I get something new. I will be sure to keep all and sundry posted :)

Indeed, that was similar to my thinking. But what is an average or a sensible amount or budget amount suitable for a 100 hr service on one of these older aircraft? I realise that such a question is like asking how long is a peice of string, as no doubt they would all vary with availability of parts, how far you want to go etc, but some idea of where to start cost wise, would be very handy. I would expect that like any older machinery, (I have a big background in antiquated buses and some rail vehicles), availability and cost of parts may be a big issue? Even for a Tripacer or an older Cessna?

This has been a very interesting read, and very informative. I must admit I have had some silly ideas about a Cessna 150 or a Piper Tripacer. I have seen some of these (obviously older aeroplanes) at what seem to be very reeasonable prices for sale, and in what seems to be reasonable condition. The cost of the 100hr service, general maintenance and engine rebuilds, when they become necessary, is what I seem to not be able to find out too much about, and this has been of great interest. I would imagine that maintenance and repair costs would vary by engine / aircraft type?

Thanks guys! The school Im going to has three 172's and 2 of which - theyre both almost brand new. The one I flew in yesterday only had a few hundred hour son the clock. They are both glass cockpits with the Garmin 1000 system fitted. That seems a bit "busy" at first, and I think I prefer analogue guages and things, but Im sure Im starting to get more familiar with it all :) Im really happy with my instructor and the school itself, and genuinely look forward to each lesson.

Howdy, yet another newby here! Just recently started learning to fly with one of the local schools in Townsville. Have been completely ignorant to all things aeronautical until this year when I decided that it was time to put words into actions and start to learn. So far have had 1 trial flight, and have done 2 full lessons a fortnight apart in a Cessna 172, and am having an absolute blast - totally love it! Also head down tail up in Bob Taits BAK book. I dont necessarily have any delusions of grandeur abour flying for the airlines, although its something Id like to think isnt a complete non option in the future. Im in no rush to complete my PPL - enjoying the journey along the way. Perhaps Id like to buy a small aircraft for recreational flying, and recently scaling the pages of some of the classifieds, I spotted two small areoplanes I like - a Piper Tripacer and a Cessna 150. I have heaps of questions and heaps to learn. Apart from that, thats about it for now. Hope to enjoy being a part of thsi rather cool site! Cheers! H.