redozbris

Thats what I think caused my problems, I was turning my head instinctivly through the turns, I think the scanning was causing the problem :) Will find out next weekend ;) Thanks all.. Red

Wow... Went for my first Flight yesterday, TIF, Darling Downs Aero Club, My compliments to the staff and to the instructor, I honestly thought I would be more petrified than what I was, but it was just like learning how to drive a car! Except in three dimension, hence my problem, I lasted 20 minutes in the air then had to head back, I went the palest shade of white I think I've ever gone, Everthing was okay until we starting doing some banking, the moving in three dimensions really made me quite ill, I hope this phase passes! Now to see how much I retained.. 1. Do a visual check of the plane, check the fuel, and make sure you have enough fuel for you planned. Check the wings, check the drain in the sump (This only makes sense, as the fuel drains down to the engine, and water being heavier than fuel, would fall to the bottom after sitting (I also discovered that avgas and kero used in the jets are two seperate fuels, I thought they where one and the same! This makes sense because I've been reading about the water detecting tablets that they use in jets fuel!) Dont throw your fuel if its contaminated on the grass or tarmac, throw it in the air if you must, and if the fuel is good put it back in the tanks, at $2.00 a litre put it back! 2. Pop the hood and make sure that the engine is still there (always a good start!), make a visual inspection of the motor, I discovered that the engine in the piper (I might add, being the large lad that I am, I was very claustraphobic in this little little littttllle plane) 3. Listen to your instructor, he blurted out 300 things I should remember, and of which I dont remember a lot now... :) ... though at the time it all made sense. 4. Now the bottom of the rudder pedals are used to stear on the ground, and the top are used to move the rudder in flight, I didnt quite get this while I was processing flight ( :biggrin: ) I kept on hitting the bottom and the banking was not quite as effective... I'll get it, Its a little odd with two pedals in the same pedal and my size 13's.. 4. Lots of buttons where pressed (I exadurate, I suspect there was only 4-8 on the dash press on) turning on the mechanical pump, turning on ohter things, Prop Clear and the engine was on... wow... From Prep to Prop clear was about 3 minutes! (Pity we had to wait for nearly an hour and a half for the weather to clear...!) There was also some priming and pumps and I am sure I've forgotten lots of other things 5. Release the park break, I am sorry if your reading this instructor, when I returned and went inside and then collapsed on the couch, my instructor wanted to put some more fuel into warrior, I sat on the couch feeling very green, watching my instructor pull on this small small plane, then a thought washed over him that I had pulled on the brake, I do the same thing in all the work cars and with my wifes car, I pulled it on a little to hard, he had to get into the plane and heave on it to unlock it! Sorry 'bout that! 6. And we're off, down the apron onto the taxi way, using the pedals, keep your hands off the yoke as well, it doesnt do anything on the ground mark... sorry, cant break the habit quite yet, as umm, you expect the thing in front of your to help move, but it doesnt! 7. STOP at a line, forgotten what the line was, but inside the club there was lots of notes and posters about stopping BEFORE the line. Hit the radio TX Button and announce what your upto, and have a listen to see if anyone is doing anything landing or taking off etc etc, people who are landing have right of way at all times... 8. Roll down to the staging area/run up area, and have a look at the windsock, see where the wind is coming from and point the prop into the wind, put the brake on, put the throttle wide open, make sure the mixture is Rich, and turn off one of the set of ignitions for the engine, if it stalls and dies, well the plane is stuffed, get out and push it back, thankfully when we put it onto 2 (I suspect that is the second set, which means it turns off the first two cylnders) It then should drop some revolutions, and shouldnt stall, if its all good, turn it back to all cyl ders, drop the throttle so you take off at a million knots, release the brake, and off we go. 9. Pull up at the end of the runway before the line, It got a little hazy here, the adrenalin was running rather high and I was feeling a little, I suspect that the instructor was on the foot brakes, we throttled up, got into the green on the air speed indicator, and then pulled back and up we went... Wow the first time that I have ever taken off under my own means... with a lot of help... 10. Up we went, at this stage, I was not processing things very quckly, what a rush, lots of bumps, lots of shifting and dropping. First thing I noticed that I was that the beast was always pulling to the left, My instructor mentioned that I was one of only a few people that noticed this, and told me to compensate for the problem, I naturally pushed the wrong rudder, hey its just me, I quickly pushed the other peddle, not as hard as I should, his voice came accross the tx stating that I should press harder otherwise nothing would happen... 10a. We did some gliding, I honestly didnt know you could idle the engine and float around, I would expect that if you didnt keep your airspeed up you would stall (Not quite knowing what would happen if we stalled, I was listening very intently as the ground was coming up very very quickly, well to me anyway, I remeber stairing at the altimiter and then looking at the world around me, and thinking that we where at 1500ft, I could swear we where about the land on some poor farmers shed, blue with a yellow set of gutters, if your reading this or you are a pilot, sorry for the 'buzz'), Point the nose down, gravity takes over, oh and set the flaps to full to give you some controlled drag!, you speed up, pull up and try to fly straight, you slow down, i suspect if you put the flaps back to 1/2, this wouldnt happen so quickly, I can see this would help in getting your backside down to terrafirma in the event of an emergency... Wow... lots of things happening.... 11. After flying around for what felt like a good 30 minutes (I was later told I was in the air for no more than 15 minutes!) we started on the banking, the first one was okay, for some reason, even when I am in cars, bikes, boats anything, a left turn is always easier than a right turn/bank, I've never understood why, something I have to work on...... After the third or forth bank, that was It I was done... stick a fork in a thats it... I'm finished... Turned to the boss, and said thats it, can we head back, I sensed he knew this, as after the forth bank, we where pointed back towards home base, and I could see the black strip off in the distance... Sweating and feeling quite ill... Some words of wisdom from the flight instructor, dont worry mate, its not that your a woose, its just that your not used to it, I get the same way on boats, I replied rather weakly, Same here... lets get out of the air.. 12. After some more fiddling with some knobs, a check of the airspace, a TX to the outside letting them know we are heading in, I wanted to try to land, my brain had switched off and was in idle... I needed to get back... This is something that I couldnt understand, we seemed to be aiming for the grass before the start of the runway, my initial thoughts where that we where going to land flat on the grass not the tarmac, though the brain kicked back in and stated the pilot knows what he is doing, let him fly it ;) Dont remember the shut down procedure, all I remember was (and this only makes sense) is that you turn the mixture from rich to lean, and let the bugger stall out, this way you've cleared out whatever fuel is in the lines.... 13. On the ground, did a quick cut accross from the runway, to the grass, to the hangar area, and we done... Shook the mans hand got a photo, and we're done... 30 minutes later after watching another victim take off, and several cups of water later and some kind words from my wife, we where on our way back to brisbane... Got home 6 hours later, after we went to the markets, went to the wivenhoe dam, and did some shopping, I wasnt feeling well all afternoon, feeling much better know though... Experience 8/10 if I didnt punk out when I was feeling ill it would have been great, I've got a feeling the mixture of altitude, adrenalin, and my normal ability to get motion sickness by looking at a moving object sabotaged it ... Debrief, I might hit them up and see if we can get a bigger aircraft rather than these warriors for real training, damn the extra fee's, or it could just be just like my instructor said, your going to get sick for the first few hours, if you get over it stick in there, you've got the drive for it... and what I said myself was, if I dont I wont make it.... :) Doing it all again this saturday... stay tuned.... Red...

Thanks all... I think I've got my mind around this one :) More questions to follow....

Really... I honestly thought it would be the other way around.... Fare enough, but that makes sense, if you have a larger molecule, displacing other molecules, then it would be lighter... it just seems counter intuitive... Thanks gents...

I dont want to doubt someone elses work, but to me this seems like an incorrect statement Pg 19 Annex A Fly Better - Noel Kruse "The International Standard Atmosphere starts at sea level with a temperature of 15ºC (Celsius) and a pressure of 1013.2Hp (Hectopascals) or 29.94 Inches of Mercury in the USA. A cubic foot of air under these conditions weighs 0.0765 lb and has a Density of .002376 ‘Slugs’ per cubic foot. The amount of water vapor in the atmosphere causes a slight variation to this weight, ‘damp’ air being a little lighter than ‘dry’ air, but we are going to ignore this difference as it has no significant effect on aircraft performance." If the air is dry, therefor its free of vapor (H20) and therefor should be lighter, than damp air? Or am I missing something basic... (I know I am..) Thanks All :bad computer: Red

Drifter? Flying a UL will help hone your skills?

Thanks! I am trying to find a medico that I can get my class 2 General Aviation medical done at, but they all seem to be on holidays/breaks/to busy or no answering... I'll keep trying, my first goal is to get in the air, and see if I can hack it ;) Guys I would like to say thank you for your help over the last 24 hours, I've gleaned more information from you chaps in 24 hours, than the last few weeks on some other forums... Very much appreciated. Your the second person to not speak that highly of the guys at archerfield, I'm going to go and say hello, the worse I can get is 1/2 and hour of training towards the final goal... I would dearly love to find somewhere close to work and home to do my training, but If I have to travel to get a better education, so be it! I'm going to flick an email off to the guys at redcliffe and caboolture (I spend 6 months going up and down to caboolture for a tafe course, so that will be okay... Nothing against the RA guys, I would prefer just a little more between me, the elements and the bugs... ;)

Just called up, doesnt look good for flights today out of archerfield until next week :( oh well... Such is life :) Rescheduled for Sunday... You cant help the weather! Here is another question about medicals (I had a VERY long well constructed message but when I posted it, the BB software poped up a message about r-o-t-o-r spamming?) With the class 2 which is what is required for the ppl, what is actually needed for the test, I've asked a few medico's what is required (Can never get to the doctor just there staff), from what I've managed to glean from them it seems that as long as you've never had a stroke/heart attack you will get the class 2...

AND! I forgot, I asked this same question of the two that I've booked this week, and they both said to get started I need my security clearances done before I can fly, the one at boonah that was mentioned above, states I dont need the checks... though I've printed all the paperwork and now just have to get some ugly photos of my mug before I go in ;)

I'm taking a few TIF's just to see if I can handle it... ;) I'm a sook, I get motion sickness easily, and I want to see if I can get off the ground without going pasty and white... ;)

Thats what I say to the apprentices at work :) Though I do ask very silly questions, and I tend to tell people that I ask them upfront :) I find just like everyone else, that it doesnt make on ounce of sense in your head, when you verbalise it and get the initial expression from your instructor/mentor/etc the brain kicks in and you go agh/ah... I'm an idiot ;) Mark

I've sent a fax off to airsport, and am trying one in toowoomba, trying one in archerfield today... Here is the next silly question, Is it possible to book back to back TIF's? Excuse my impetious nature, just eager to learn... I've heard the ones at archerfield, though they say you get an hour, because of time on the ground, you get only 15 mins or less in the air... (I think its the dutch in me trying to squeeze every penny) Red

Thanks !! Thanks!! Any other experiences/thoughts :)

Hello All, First time poster, complete and utter green newbie (not just a newbie, a green newbie, I know that planes normally have one or two or more engines, usually one or two or more pilots/crew, can have 2,3,6-20 wheels and avgas apparently looks clear and can be mistaken for water...) I'm a mature aged student (32!) and have always dreamed of flying on my own (Great way to leave the loving wife behind and find a little adventure!) . I've got a lot of questions, and have been asking on other forums, and besides posts being deleted (I suspect some of the questions being as up front as I am may have upset the moderators, due to My first, of hopefully many many many many silly questions, is this: - 1. I've talked to a couple of schools who offer part time training (Sadly I have to work for a living, the 60-100 hours per week will be a little restrictive on my flight time, but If I can find the right club/school and trainers I'll be there come hell/high water to undertake the training.. I may not always get it, and I may sport my usual confused face when asked to explain things, but I'll try... I was wondering if anyone would care to elaborate either in private or in public forum there training experiences with brisbane based (SEQ, I'm off to toowoomba later in the week to try out a club out there on another TIF, its a long way to go, but I really liked the attitude of the chap that called up from my web query, actually sounded like he gave a damn, and spent 15 minutes on the phone answering questions...) In Summary, I tend to waffle, Good/Bad/Indifferent Experiences in your early days learning how to fly in brisbane. I am based in brisbane, I am eager to undertake training (I'll let you know more this afternoon, if I get off the ground with a TIF (I dont know about this weather, the only time I get off during the week for the entire year, and it has to rain, I tell you what! (I've swapped tomorrow for wednesday the 29th December so I can try another school out) Any and all information, guidings, experience and rumors are greatly appreciated... Green Newbie... Red - Aka Mark..