Today, I had a flying lesson in the afternoon at 1pm. This time, I had a different flight instructor, because my usual flight instructor is away. We were continuing with circuits, this time from 11 R. So the plan was for me to do a circuit first and if it esd necessary, the flight instructor would demonstrate or guide me by talking through it. Also, we were going to work on correcting the problem I have been having of unconsciously turning left when landing. Let's just say, it did not go well. Afterwards, I felt so upset, and I thought about perhaps giving up or waiting for my usual flight instructor to come back.

Now, when I think back about it, there was a slight wind coming from the left, and it was abit bumpy compared to when I had early morning lessons previously. This kind of threw me off track with my positioning and timing. It was also harder to control the plane. I remember on 1 circuit, we were at still at 1,000 feet on the base leg and the VSI was reducing significantly higher than what was normal. On a few other ones, I didn't keep at 1,000 feet. I don't know, this time I felt things were going alot faster compared to previously. I guess this was partly because I got unclear of where we were and where we should be heading. Also, I realised this time, I kept turning way too early onto final, so the turn was quite broken and it became more difficult to keep on center line.

Afterwards, the  flight instructor told me he got abit worried at the first circuit. I was too, I don't think my actions were particularly safe today. But he gave me some good tips and things to consider:

(i) trimming - to not start trimming before allowing the attitude to settle (I think this was more due to nerves. But, I know I need to concentrate more on setting the correct attitude consistently before moving onto the next step, in which he also pointed out)

(ii) needing to follow the procedures step by step (PAST, ASPT, carb heat off)

(iii) rudders - gentle not rough movement

Thinking back, I guess I did learn some things today. I am not particularly excited about next week because of the fear today might happen again. But in the end,  it was just a different experience. A different learning and instructing experience.

I had another flying lesson this morning at 7am on circuits. We spent about 1 hour in the air and it just went by so fast. I felt kind of disappointed today, because I felt I didn't do the best that I could have done. I had practiced and gone through all the procedures step by step mentally during the last week, but I guess it's different when you are in the  air. I know what I am suppose to do, but somehow it doesn't come out right. For example,

1) Checklist 

PRE-FLIGHT CHECK

Pre-flight check   - completed

Emergency locator beacon  - not required unless for cross country

Seats  - adjusted and secure

Parking brake  - set (set by pulling up and pressing the button. Release by pulling up then down)

Controls  - free and correct sense

Trims - full travel & set for take off (6.5 turns for neutral)

Master switch - on

Circuit breakers - checked

Avionics  - off

Rotating beacon- on

Fuel - selection and content

Fuel pump- on (check pressures)

Mixture - onto rich

Throttle  - travel & set (5 pumps on the throttle)

Carb heat  - off

 

START CHECK

Primer - in and locked

Start clearance  - "Call sign, request start up approval for circuits", check around aircraft and call clear prop

Ignition - on Both

Start - left hand on key, right hand on throttle. Turn and push key to start

 

AFTER START CHECKS

Engine - 1,000 RPM (check pressures are in the green)

Avionics - on

Gyros - 3 checks - suction (AMPS), erection (attitude indicator becomes alive) & synchronisation (check heading for compasses are identical)

Fuel - change tanks

Fuel pump - off (& then check pressure)

Radio aids - not required

 

TAXI CHECKS

Breaks - checks

Gyro instruments - 3 gyro checks - attitude indicator comes alive, heading indicator works correctly (numbers are increasing when turning right, numbers are decreasing when turning left), turn coordinator works correctly (right rudder = turn coordinator should go left, left rudder = turn coordinator should go right)

 

PRE TAKE OFF CHECKS

Parking break - set (set by pulling up and pressing the button)

Run up (clear around the aircraft)

Throttle - 2,000 RMP and check magnetos (LEFT-BOTH-RIGHT-BOTH)

Carb heat - On & check drop in RPM

Oil temps & pressures - check they are in the green

Amps and suction - checked

Cut power to idle - Tachometer should still maintain 600-800 RPM

Throttle - set at 1,000RPM

Trims - set for take off (already done)

Mixture - on rich

Friction nut - to the right side of the throttle which can be set to change the stiffness/looseness of the throttle control

Carb heat - off

Magnetos - on Both

Fuel - confirm selection and content

Fuel pump - on

Fuel primer - in and locked

Flaps - as required

Warning lights - press to test

Lights - as required (N/A since we are not flying at night)

Flight instruments - 6 checks - altimeter at 0, attitude indicator erect, airspeed indicator at 0, VSI at 0, heading for compasses are identical, turn coordinator is balanced

Radio aids - set as required (N/A)

Flight controls - full and free movement

Doors and seat belts - secure

 

LINE UP CHECKS

Compass - identical

Transponder - on standby

 

TAKE OFF CHECKS

- 3 checks - static rpm, pressures are in the green, increasing airspeed

 

PRE-LANDING CHECKS

Breaks - test & off

Mixture - on rich

Fuel pump - off

Fuel - confirm slection & content

Belt - secured

 

AFTER LANDING CHECKS

- 3 checks: fuel pump off, transponder onto standby, flaps up

 

SHUTDOWN CHECKS

Park brakes - on (set by pulling up and pressing the button)

Throttle - 1,000RPM

Avionics - off

Magnetors - check LEFT-BOTH-RIGHT-BOTH

Check engine instruments - pressures are in the green

Mixture - off

Throttle - closed

Magnetos - off

Beacon - off

Master switch - off

 

2) Radio calls

I got told off/corrected by the ground today, which was good because now I can commit it to memory. For the taxi call, I had to say "lima mike yankee, at whisky 7, request taxi for circuits in receipt of bravo". The ground's response "Taxi to southern bay, to holding point sierra 4, via lima". I said "taxi to southern bay, to sierra 4". The ground said "it's holding point sierra 4". What I should have said was "taxi to southern bay, to holding point sierra 4". Thus, the radio calls for circuits are:

(i) Start up approval --> "good morning Bankstown ground, this is call sign, request start up approval for circuits"

(ii) Taxi --> "call sign, at whisky 7, request taxi for circuits in receipt of atis"

(iii) At holding point --> "good morning Bankstown tower, this is call sign, ready at 29 left for circuits"

(iv) Downwind radio call --> "call sign, downwind, touch and go"

(v) Response to clearance ..> "touch and go, call sign"

(vi) Downwind radio call for full stop --> "call sign, downwind and full stop"

(vi) Vacating runway --> "vacating runway 29 left, request taxi to Whitworth/whisky 7 call sign"

 

3) Radio frequencies

I went all over the shop today with the frequencies:

(i) ATIS --> 120.9

(ii) Ground --> 119.9

(iii) Tower --> 132.8

(iv) Tower (circuits) --> 123.6

 

4) Positive control

Positive control on the legs. I need to be more proactive and confident in my actions. I think 1 reason for today was, I focused too much on looking at the instruments instead of looking outside, so we were going and heading everywhere (left, right, climbing too steeply, not climbing enough, pulling out of the turn too quickly). Saying out what I was going to do next did help. However, rudders are such foreign things!

 

5) Getting ready for the next flight

- Took a day off and will get my medical done this Friday

- Will print out required forms, and mail it off

- Bought 3 seat cushions from IKEA today, so I can sit at the same height and get the same lookout every time. While it's not really necessary (because its bulky and the school already has some spare ones), I figured the more prepared I am, and the more I can address factors within my control beforehand, it's 1 less thing to worry about in the air

- Bring all equipment for next week (fuel drainer, logbook. I might get a new bag to keep everything together, so yeah for shopping!)

I guess the thing that really upsets and worries me is that I know I can do really well in flying. I mean, I can imagine it, I can feel it, I can feel living it. Deep inside, I have no doubt this is where I should be and this is what I am suppose to do despite all the obstacles (zero family support either mentally or emotionally, my height, my eyesight, time. Speaking of family, I asked my mum today if she thought I could do it, and what her reaction would be if I theoretically "wanted" to learn to fly. She said no I couldn't because of my height and my eyesight. She said don't waste your money and get a job at a bank. Though, she said she can't stop me going but I better not quit my current job. It is this kind of lack of encouragement that further puts me down. If I am a parent, I would encourage my kids to try at everything they wish even if realistically, it might not be achievable. Don't put that no mentality into their heads before they even tried).

Somehow, I just can't seem to fly properly. Previously, I read that "confidence is something you need to bring when learning to fly, it's not something you can learn from learning to fly". I had thought that I could do it the other way around, but I'm starting to fight and struggle. Struggling to speak up, to be proactive, to be assertive, be bring a questioning mind, and to not be afraid of my own shadow. However I realised in the end, it is up to me to show how serious and willing I am to learn about the correct procedures, to fill in the weak spots, and to remain interested. Otherwise, I can't expect my flight instructor or my friends to take me seriously and regard me.

Nevertheless, I really hate all these creeping doubts, they are like emotionally wrecking roller coasters. Flying has bought out my weaknesses, but I am counting on my strength. Never giving up, and being able to sustain going through hell and back to get to the finish line.