Saturday April 14th, 2007 was a very special day for me. After years of thinking about becoming a pilot and alot of stop – starts and almost going abroad to do this training. Thankfully and gladly I embarked on my dream to become a Pilot with the BDFA and in the UK system.
I met my instructor Paul Carvosso at Lashams airfield club house just after 9am. Paul is one of the organizations many instructors who give up their time when not flying professionally. Paul flies routes to Moscow, Athens, Scandinavia or wherever for BA. Paul is a great and after a cup of tea and chat about how we are going to proceed we checked his map and headed towards the Piper Cherokee parked on the Nort East side of the airfield. The PA28 is fitted with a rudder hand control system which means i do not have use my feet to control the rudder.
We worked on lessons 2,4a,b and 5 – Pre and Post flight checks, Effects of controls, Aileron, Elevator, Rudder. Primary and secondary affects of each control, the art of trimming and finally taxiing. We did our touch and go and Blackbush after which we returned to Lashams.
It is essential that good habits are developed right from the start. to do this i have to be well prepared ahead of each flight and each lesson aim.
I will keep the academic information for each lesson short as possible. i do not want to bore you the reader but enlighten you with useful content about aviation. When not in flight the aircraft is supported by the ground and to get airborne and support the weight away from the ground the aircraft does so by modifying the flow of air over the wings – generating a force called lift
The are four main forces that act on an aeroplane in flight – Thrust (T) – Lift (L) – Drag (D) – Weight (W)
static pressures acting on a plane
Bernoulli’s principle – is the decrease in static pressure with an increased spead of airflow = static pressure + dynamic pressure = a constant total pressure (relative to speed)
Aim: To understand the Effect of Control – Primary and Secondary. aircraft preparation for pre and post flight.Looking at the control wheel, main controls and the art of Trimming
The following must be done ahead of any flying
1 the external inspection
2 the internal inspection
3 the pr-start, starting, and after staring checks:
4 the engine power checks
5 the pre-take-off check
The main controls to fly the aeroplane are flight controls and throttle. The aircraft moves in 3 axes (‘normal’, ‘lateral’ and ‘longitudinal’) around the center of gravity (CG) of the aircraft.
Flight controls are
The elevator – controls pitching along the horizontal axis and is hinged to the tailplane
The Ailerons – controls rolling along the hertical axis and is hinged to the trailing edge of each wing and away from the airflow from the rudder:
The Rudder – controls controls the yawing of the nose left and right along the normal cg if the aircraft
Other flight controls include: the wing flaps and the elevator trim tabs.
So that was some of the ground school knowledge which is good to know before starting the engine and going flying. Once started and all the checks are done, we contacted Lasham Launch: – 131.025 and requested taxi clearance. This was given and we taxied along the north side of the runway heading towards runway 09 (east). Once we completed the pre take off checks it was full throttle and pull back on the elevator once the Air speed indicator reached 80 Air knots – about 90mph and we had TAKE OFF – this was a great feeling – i PROMISE. I followed Paul through on the controls so that i could get a feel for what actions he was doing. It is important to have good and accurate communication between him and I. when i said “you have control” I will always verify by saying “I have control” so Paul know I have heard him and taking his instruction and understanding what he wants me to do..
Power Checks
Location………………….. Into Wind
Park Brake ……………. On 1200 rpm set
Fuel ………………………. Fuller Tank
Engine Temp & Pressure.. Within Limits
Check ……………………. Clear Behind
Throttle……………………. 2000 RPM
Carburettor Heat…………. Set hot max drop 75 rpm set cold
Magnetos…………………. Max175/50 Diff.
Suction……………………. Between 3” & 5”
Ammeter………………. Charging
Engine Temp & Pressure.. Within Limits
Throttle…………………….. Close to Idle
600 – 800 rpm
Throttle……………………. Reset 1200 RPM
Pre Take Off
Trimmers………………….. Set for Take Off
Throttle Friction…………… As Required
Mixture…………………….. Rich
Magnetos………………….. Both
Pitot Heater……………….. As Required
Primer…………………….. In and Locked
Fuel………………………… Pump On
Flaps………………………. As Required
Instruments……………….. Checked
Harness…………………… Fastened/Tight
Hatches……………………. Doors & Window Secure
Carburettor Heat…………. Set Cold
Flying Controls……………. Full & Free
Transponder………………. As required (Alt)
External Lights……………. As required
Direction Indicator……….. Set
Engine………………………T’s & P’s
Emergency Brief………….. Complete
Take Off
Clearances…………………Received
LOOKOUT
On Runway……………….. Check D.I
R.P M. ……………………. Full Power
Engine………………………T’s & P’s
Airspeed…………………… Increasing
We flew south after take off and eventually flew north over a small hamlet outside of Basingstoke. We used Basingstoke and the M3 motorway as our reference points for constantly knowing where we were and our surrounding. We had a RAF Chinook hovering close to us and when Paul banked our wings left and right telling the Chinook Pilot we can see them, they buggered off at speed. Paul is an ex RAF pilot too, so maybe they were worried. The airpace above Lashams is very busy with gliders, other lighht aircraft and helicopters so it is vital to be constantly looking out the window and not focusing too much on staring at the controls and instruments. It is best to use the instruments to verify that the horizon datum is what where it should be over the nose.
Paul explained to me very well what excercises he wanted me to do by doing them first then getting me to repeat them. When he was happy that i had understood the excercises we moved to the next one and so one. Towards the end of the lesson we followed the M3 to do a touch and go at Blackbush. he told me about how to join the circuit for runway 07 and knowing where to cross the threshold (the area that marks teh runway direction). we approached at 2000 feet so we had a clear visual of aircrafts below us as the circuit joining altitude for Blackbush is 800 feet. Being carefull to avoid planes taking off and lazy pilots on finals (fuel saving probably) we flew downwind and made our approach to 800 feet then with permission to do touch and go paul showed how it is done and before i knew it we landed then took off without stopping heading back to Lashams. Better then an rollerccoaster that i have been on.
I did not want to go back and therefore end the flying but I had taken alot in and was enjoying myself far too much. It was a perfect example of my ideal day and i am looking forward to many many more. Once landed and taxied to parking, we fuelled the plane, did the paperwork, put the cover on and tied her down. Life for me has changed chapters and I don’t want the story to end.
Lasham to (via Blackbush) Lasham
Departure GMT 11:20am – Arrival 12:35pm Total 1hr:15mins
After the flight we sat basking in the Spring sun discussing how the flight had gone. I noticed from the corner of my eye that Alan was sitting there on the opposit table looking in our direction. I had not seen him since October 2006. I introduced him to Paul and they exchanged pilot stories. For me just listening to them talk about their experience was a very enjoyable. I hope one day Paul and Alan will join me to fly pioneering routes around the globe to raise awareness and to fundraise for the BDFA and other not-for-profit organization.
