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Flying Training

Lesson 61: Training Area

Sunday 25 May 2008, 11am in Citabria VH-WKM

Weather: wind variable, 3 knots (more later?).

After a great flight with Angus, I thought it was time to go up on my own and run through some drills again - stalls, practice forced landing (PFL) and circuits. I picked a beautiful day weather-wise - minimal wind and just enough cloud for some nice photos - and had a great time.

The aircraft wasn't ready straightaway, so I spent a few minutes photographing a couple of unusual aircraft. VH-DUH featured in a recent edition of Australian Flying, and I complemented the owner of the white Yak-18 on its smart presentation.

WKM returned from the previous lesson and I did a quick preflight. 55 litres of fuel was plenty for a flight around the training area. Was cleared to take off immediately and while on crosswind the tower advised that climb restriction was cancelled, so I was able to immediately climb to 4000 feet for a view of the hills to the west. I flew east of The Oaks, then turned west and climbed to 4500 feet to give myself plenty of height for the exercises.

HASELL checks complete (including a steep 360° turn to clear the area), I practiced stalls at all four points of the compass, noting that the stick force required to stall it was quite heavy.

WKM reliably dropped the left wing every time (interestingly, on lesson 43 it was the right wing) so it was good training for quick responses on the rudder. With practice I got the loss of height down to 150 feet - not that I've any intention of ever stalling close to the ground, but you never know when quick reactions might be useful.

Following the stalls I indulged in a few more steep turns, then sprung a practice forced landing on myself. Picking a suitable field and made an approach down to 1400 feet (500 feet above the terrain according to the chart), remembering CFMOST checks, a simulated Mayday call and passenger briefing. In retrospect, the field was probably too green, and therefore soft - brown and dry is better.

Time for some circuits. I called inbound at Mayfield, 2100 feet, and was told to join base for 06 and report at 2 miles. Estimating the distance I reported in for a touch and go (wrong - I should have said circuits). The tower told me to maintain 1800 feet and call when overhead. The circuit was busy, with the tower busily alternating landings and takeoffs.

Turning upwind I tracked just west of the runway to keep it in view, and was told to turn left and descend to circuit height. I did as instructed, probably making my turn slightly tight. This meant I lost insufficient height, so final approach was one long sideslip (always fun in a Citabria, though it would feel weird to a passenger). The landing was fine, and off I went again.

At this point the tower asked whether I was departing or staying in the circuit (because I hadn't made it clear while reporting at 2 miles). I told him I planned two more circuits.

Calling downwind I was given number 2 behind a Cessna. This was the best landing of the three. On the third and last I flared a little high but the speed was good. I had the stall horn blaring on all three touchdowns.

After I'd taxiied back and parked Jim pulled up in MIU with a student and told me that Niall's Tiger Moth was upside down in a field near Hoxton Park following engine failure (no-one hurt). Jim had seemed pleased earlier that I was still practising PFLs - this is why it's a good idea.

Photos

VH-DUH	VH-DUH	VH-DUH	VH-DUH	Yak-18T
Yak-18T	Yak-18T	Yak-18T	In WKM	Accidental
WKM	Lake Burragorang	South to The Oaks	Lake Burragorang	WKM
WKM	WKM	WKM