PPL Lesson 3 – Straight and level
PPL Exercise 6 – Straight and level
Our lesson for today was straight and level, keeping the aircraft flying on a set heading whilst ensuring altitude stays the same. You may think this is easy, just point the plane in the same direction and make sure the nose does not move. In a way you would be correct, especially if you have trimmed the aircraft well. So essentially this exercise is more about reaching your set heading or altitude and then setting up the aircraft for the cruise.
The exercise
Today I did all the external pre-flight checks, with the FI double checking on two major points, the oil and fuel level. Once in the cockpit I set about the internal checks for the first time and once complete my FI took us out on runway 28. Just after we left the ground he handed over control and I kept the climb at 75-80 knots and we levelled off at 2000 feet.
Once there my FI demonstrated changing headings, levelling the wings and attitude when the heading was reached, not forgetting to trim the aircraft so it stays that way. If you have read my 2nd lesson, you will know I have been having issues with getting a feel of the fine pressures that require trimming out. It’s not always fine tuning. On a climb, where you always use full power, you will have to use quite a bit of forward pressure on the column. This is to keep the nose down and stop it wanting to continue to point upwards and so a lot of trim is required. When doing so and you get close to the right setting, you can feel the pressure reducing. Its just those very light pressures I need to get to grips with when the heavy pressure disappears. So today I had lots of trimming to do and I think I am starting to get a better feel for the trim. That or am I cheating and just adding that extra bit after I feel the pressure go away ? I think it’s more of the latter to be honest at the moment!
Free up the brain
With the lesson being pretty much the same of the same, there was not a lot to report on today. Although I am finding some of the basics a lot easier now, allowing me to concentrate on other things, I still do not feel at one with the aircraft. When I am driving my car, I do not have to micro analyse or even look left to check the gaps I drive through. I just know it will. If you were to ask me how wide my car is, I could not tell you, I just know from looking, and this is the stage I want to get to. I want to know the aircraft when I am flying it.
Take us home
After we had covered the straight and level exercises we headed back to the airfield. My FI praised how well the lesson had gone and that he thought I was starting to relax more and becoming a little more familiar with the basics. He issued turning directions to me and then called Conington to let them know that we descending dead side. “drop the power a little Paul and bring her down to 1000 feet” he asked. At this stage the airfield is just to the left and below us, with runway 34/16 just coming up on our 10 O’Clock. “make a left turn now Paul” came the instruction from my FI and we turned and lined up with runway 16 just to our left as we flew over it. Shortly after, an instruction to turn left came again and knowing that what we were actually doing was the standard join / circuit for runway 28, I brought the aircraft around to 100 degrees. This put us onto what is known as the downwind leg. My FI then started the pre-landing check, undercarriage down – handbrake off – engine T’s & P’s in the green – Carb heat on and issued another left turn. This would be to 010 degrees, the base leg.
With the turn complete he requested two stages of flap and then said “do you want to have a go at landing it ??”. I paused, for far too long really, but after the pause I said “No”. I explained that I still did not feel at one with the aircraft. I have seen how much input is required at the final stages of the landing just before touchdown. Yet I could not feel or see the reason for them ! Not exactly the best combination. So with the offer gracefully declined, my FI assured me it was okay to say no and to keep a light touch on the controls and to follow him through to a nice smooth touchdown.
Your Instructor knows best
As we were walking back, my FI said he was happy with how the lesson went and that things were coming along nicely for only my third lesson. So why did I not feel so great? I’ll tell you why. I should never had said no to attempting the landing, I should have said yes lets do it! It’s not as if the FI was going to let me stuff it into the tarmac was he !?!? He would have taken control if things did not look too good.. idiot idiot ! So after a good lesson, instead of spending the rest of the day looking back on the good points, I spent it kicking myself for not going for it!
If your instructor suggests something, it’s for a good reason, he feels you’re up to the job. Otherwise why would he suggest it ? Next time the answer, whatever the suggestion may be, will be yes, lets go for it!
This Lesson
23-05-15 : PA28-161 : G-BOZI : PUT : Conington to Conington : 12:30 : 13:30 : 1.0
Total time : 2 hours 45 mins