Lesson 25 - 12th December - Unusual Attitudes and Recovery

We had agreed that this week we had 3 options.  The first was to continue with circuits and to get me back doing them on my own to do some solo consolidation.  The second option was to go and do exercise 15, 'Unusual Attitudes and Recovery'.  The final was to start looking at navigation and cross country.  There was a cross wind on runway 2 5, so it was decided that it was too much for me to go solo, so we settled on the second option of unusual attitudes.

We started by briefing the exercise and going through what the correct procedure was to recover from each of the 4 main unusual attitudes.

Nose down - Set the power to idle and gently ease out of the dive.  Pull up and when the aircraft has settled at about 60/70 knots, re-apply power to maintain straight and level flight.

Nose up - Set the power to full to maintain the climb and then lower the nose to get back to level flight.  Once level, reduce the power to maintain straight and level flight.

Spiral Dive - Set the power to idle and then level the wings.  Once level, gently ease out of the dive.  Pull up and when the aircraft has settled at about 60/70 knots, re-apply power to maintain straight and level flight.

Nose up and bank - Set the power to full, lower the nose, keeping the bank in, and then finally level the wings.  Once level, reduce the power to maintain straight and level flight.

We went through the usual checks, taxi and take off from runway 2 5 and did an overhead departure to the west.  I was a little bit eager to make the departure call and Dave said I should leave it until we were a little further away when we would do our proper departure checks.

Departure Checks

The Departure and arrival checks, according to GS Aviation is F A R T 

F - Fuel - Fuel pump off or on

A - Altimeter - Set to QNH or QFE

R - Radio - Make your departure call and change frequency as required

T - Temps and Pressures - Check to make sure OK

We flew west away from the airfield to find a safe place to practice the manoeuvres.  As previously noted, before doing any manoeuvre in an aircraft other that normal climbs and turns, you need to perform a HASELL check:

H - Height - minimum 1000ft AGL (above ground level)
A - Airframe - is it suitable and are flaps away
S - Security - straps, doors, loose objects
E - Engine T & P's
L - Location - is it suitable for the manoeuvre
L - Lookout

If you are doing multiple manoeuvres, then once you have done one full HASELL check you can reduce it to a HELL check.

H - Height - minimum 1000ft AGL (above ground level)
E - Engine T & P's
L - Location - is it suitable for the manoeuvre
L - Lookout

We went through each of the 4 'Unusual Attitudes' with Dave demonstrating first and then me having a go.  They are not as straight forward as you think.  It is easy to think that the recovery is done in distinct stages, but the reality is that they are done after each other but all in a continuous smooth way.  It took a few attempts at each to start getting the hang of them.  I think I am going to need to go over them a few more times before they become more natural to me.

The reason for all this is so that of you get yourself in an unusual attitude, you can instinctively get out of it, without having to really think about it.

Whilst we were away from the airfield, Dave decided to give me an engine failure!  I have to admit that I was not overly confident with this but tried to go through the correct thought process.  The first one was not brilliant as the wind direction dictated that I had to land in to the direct sunlight, which was also an interesting one for Dave as well.  The second one we tried, I deliberately picked a field that was suitable but with a cross wind to avoid the direct sunlight in my eyes.

Just as a reminder, this is the correct process for a PFL:

1. Airspeed - set the aircraft up for the best glide speed, which for the C42 is 58 knots. Anywhere between 58 and 60 is fine.  This gives you the best option to glide the farthest distance.

2. Wind - Note the wind direction and speed.  Use anything and everything to tell you this.  If you have a map with you, mark a line on the map with the wind direction or use the wind direction indicators on SkyDemon.  Also look for cloud shadows or smoke from fires.  You should always try to land in to wind or with a cross wind, never with a tail wind as you run the risk of overshooting the landing site.

3. Plan - Look for which field you will land in and how you will do it.  With regard to the field use the 5 S's.  

Size - Is it large enough to land a C42 in?

Shape - For the direction you want to land is it long enough.  It is no good if the field is curved.

Surface - Is it grass or a freshly cut crop?  Is it free from obsticals such as bales of hay or livestock?

Surroundings - Are there buildings in the way, cables running across the field, near a road or river?

Slope - It is OK to land up hill, but not down hill or sideways on a slope.

4. Mayday - Make your Mayday call using the 4 W's - Who, What, Where and Why for example: "Mayday, Mayday, Mayday, GOLF CHARLIE VICTOR GOLF SIERRA is a C42 Microlight 4 miles West of Marlborough with an engine out, attempting a landing in a field.

5. Re-Start - Attempt a restart - Check the fuel tap is on, mags on, fuel pump on, ignition on.  Try once then forget it!

6. TIFS - For an actual engine out, not a practice - Throttle Closed, Ignition Off, Fuel Tap off, Security

Most importantly remember : Aviate, Navigate, Communicate, in other words, concentrate on the flying and give yourself the best chance of survival.  Once set up, and only then, do the radio call and the attempted re-start.

Finally we headed back to the airfield and did 3 circuits and landings.  We had taken off on 2 5 but with a cross wind.  On arrival back we could see the wind was more now coming down 3 3.  We had heard someone else saying they were using 3 3 to avoid landing directly in to the sun, so we decided 3 3 was the best option.  

The circuits and landings were OK, but nothing special.  I still have a way to go to master them.  Having said that, does anyone ever really master them, other than perhaps instructors who are doing it day in, day out?

Overall, it was a good lesson, with lots covered and a revision of PFLs.

We were talking afterwards about how long it takes to learn and I mentioned to Dave about the idea that it is the number hours to your age.  He mentioned that no one ever does it in 25 hours minimum, unless it is an intense course and all the conditions are perfect.  Looking at my time, I have done just over 25 hours, and I do think I am going to need another 25 to 35 hours to really perfect everything.  There is so much to take on board and I need to get the flying part to be second nature, like driving is, so I can concentrate on the other areas of radio and navigation.

Totals

Total Costs = £5327.61

Total Hours Icarus C42 = 25 hours 25 minutes

Total Hours PA-28 = 1.05