This was another series of lessons I had been looking forward to. I enjoy ground based navigation, love maps, etc and so was looking forward to translating this to the air.
We had quite a lengthy pre-flight briefing, as there was a lot to cover. Out with the maps and the plotters and the Flight Computer (or "whizzy-wheel"). First off was to draw the route on the map: we were going to Hanningfield Reservoir, then heading off to Tonbridge Wells, then to Sheerness and then back over the Thames to Southend.
To track the route I was introduced to a flight plan. The order of calculation is as follows:
- from the routes on the map work out the safety altitude and - considering any restricted airspace, safety altitudes, etc, work out the altitude for each leg.
- Using the square protractor meassure the required track.
- Note the wind direction and velocity for each leg (for this exercise, we assumed they were all the same 110/15)
- Note the airspeed of the aircraft for each leg.
- Using the "whizzy-wheel" calculate the drift due to the wind for each leg and thus calculate the true heading.
- Read the magnetic variance off the map and recalculate the heading to give the magnetic heading. This will be the reading I would follow on the direction indicator for each leg.
- Using the "whizzy-wheel" again work out, given the effect of the wind, what the groundspeed would be.
- Measure the distance between the waypoints
- Calculate the time between the waypoints given the groundspeed and the distance.
- Repeat the above for each leg!!
So far, so good. Now we had the route planned out, Tim went through the brief on what we would be doing in the air.
At each waypoint, I would follow a set process: TURN - TIME - TALK
TURN = Turn onto the next heading
TIME = Reset the time or calculate the ETA at the next waypoint (or mid-point for longer legs)
TALK = Do I need to report to whichever Air Traffic Information Service I happen to be talking to?
Following this, once I had settled into the next leg, it is good practice to carry out a cruise check - also known as a FREDA check:
F = Fuel (is it on, do I have sufficient?)
R = Radio (am I tuned to the correct frequency, when do I need to change and have I dialed in the next frequency?)
E = Engine (temperature & pressure, carb heat, sucking, charging)
D = Direction (are the Direction Indicator and Compass in alignment, am I headed in the right direction?)
A = Altimeter (is the Altimeter set to the correct pressure setting? Am I flying at the correct altitude?)
Tim's other main tip for navigation is "Map Away - Fly the Heading". Given that all the calculations are correct, then it is better to fly the heading in a straight line for the required amount of minutes and you will reach your destination. If you try to follow the map all the time, you won't fly in a straight line and you are more likely to get lost or get distracted with the map rather than in flying the plane.
Keeping an eye on the time, however, 2 minutes before you reach either the mid-point or the waypoint, out with the map again. Look at the map and identify what you expect to see, then look to see what you actually see. You should identify your position using three factors, one of which can be the time, e.g. I expect to be here at this time (1) and I expect to see a small town (2) nestling in a bend in the river (3).
If you are doing this at the waypoint, then you may need to correct your heading/time calculation. For heading, you use the 1 in 60 rule: After 60 miles, if you are 1 mile either side of your intended destination, then you are 1 degree out. This can be extrapolated back, for example if you are a mile out after 15 miles, then your track error is 4 degrees. To get back to your intended destination, you would need to correct by double the track error - for example if I am 1 mile to the right of the halfwaypoint after 15 miles of flying at 180 degrees, I have a track error of 4 degrees, which means I need to fly 4 x 2 = 8 degrees to the left to get back to my intended direction: i.e. 172 degrees.
Confused yet??
Anyway, the flying went pretty well. Tim was quite happy that I had decided on the route of keeping the navigation simple and so had flown fairly accurately to each waypoint. I needed to get into the habit of TURN-TIME-TALK at each waypoint, but my height keeping was OK and I worked out my drift error at the half way point between Hanningfield and Tonbridge Wells.
I just had a bit of a hiccup on the radio communications with Southend Tower when I was rejoining. But otherwise an excellent and fun lesson.
Sunday, 3 May 2009
Saturday, 25 April 2009
Lesson 25 - Instrument Flying
This was one of the lessons I'd really been looking forward to!
The background is that - although, once I get my PPL, I will be allowed to fly a simple, single-engined aircraft, in daylight and in clear sight of the ground, there is a chance that - inadvertantly - when flying along one day, I fly into cloud and need to have some basic instrument flying skills to get myself back out of trouble. However both the books and Tim were very clear that I should do everything possible to avoid being in this situation, and should never expect that the skills taught to me here would be sufficient for me to fly in instrument conditions deliberately.
To assist the student pilot, we were to use a cunning device called "foggles". These are goggles worn by the student pilot to prevent them seeing out of the windows. There appear to be 2 basic designs, the ones we were using worked similar to blinkers: I could only really look down to see the instruments. Unfortunately both student and instructor surpassed their memory skills and left the foggles behind in the clubhouse! Time to maintain self discipline and not look out of the window, then!
The key to instrument flight, seemed to be the instrument scan pattern. The most important instrument being the Attitude Indicator (some call the artificial horizon). All instruments scans have to return to this instrument. The scans are broken down into primary scans and secondary scans and the components of each of these differs depending on the situation. However the AI is always in the primary scan.
For straight and level flight, the primary scan is AI -> Altimeter -> AI -> Direction Indicator -> AI ...and so on.
For climbing or descending flight, the primary scan is AI -> Air Speed Indicator -> AI -> Direction Indicator -> AI ...and so on.
For turns, the primary scan is AI -> Altimeter -> AI -> Rate of Turn indicator -> AI ...and so on.
This lesson was also time to go back to some basic principles, such as the "Power - Attitude - Trim" of he first few lessons. But also a new "Select - Hold - Trim".
The lesson was definitely a "tongue out" lesson - meaning high levels of concentration required (which usually involves me sticking my tongue out!).
My straight and level flight was OK, but my right turns were not as good as my left (opposite to last lesson on high performance turns).
On the way back from the exercise, Tim gave me headings and basic instructions to follow (he did the radio calls), before finally telling me to look up. I was very surprised to find us neatly on final, with the runway stretching before us!
The background is that - although, once I get my PPL, I will be allowed to fly a simple, single-engined aircraft, in daylight and in clear sight of the ground, there is a chance that - inadvertantly - when flying along one day, I fly into cloud and need to have some basic instrument flying skills to get myself back out of trouble. However both the books and Tim were very clear that I should do everything possible to avoid being in this situation, and should never expect that the skills taught to me here would be sufficient for me to fly in instrument conditions deliberately.
To assist the student pilot, we were to use a cunning device called "foggles". These are goggles worn by the student pilot to prevent them seeing out of the windows. There appear to be 2 basic designs, the ones we were using worked similar to blinkers: I could only really look down to see the instruments. Unfortunately both student and instructor surpassed their memory skills and left the foggles behind in the clubhouse! Time to maintain self discipline and not look out of the window, then!
The key to instrument flight, seemed to be the instrument scan pattern. The most important instrument being the Attitude Indicator (some call the artificial horizon). All instruments scans have to return to this instrument. The scans are broken down into primary scans and secondary scans and the components of each of these differs depending on the situation. However the AI is always in the primary scan.
For straight and level flight, the primary scan is AI -> Altimeter -> AI -> Direction Indicator -> AI ...and so on.
For climbing or descending flight, the primary scan is AI -> Air Speed Indicator -> AI -> Direction Indicator -> AI ...and so on.
For turns, the primary scan is AI -> Altimeter -> AI -> Rate of Turn indicator -> AI ...and so on.
This lesson was also time to go back to some basic principles, such as the "Power - Attitude - Trim" of he first few lessons. But also a new "Select - Hold - Trim".
The lesson was definitely a "tongue out" lesson - meaning high levels of concentration required (which usually involves me sticking my tongue out!).
My straight and level flight was OK, but my right turns were not as good as my left (opposite to last lesson on high performance turns).
On the way back from the exercise, Tim gave me headings and basic instructions to follow (he did the radio calls), before finally telling me to look up. I was very surprised to find us neatly on final, with the runway stretching before us!
Saturday, 4 April 2009
Lesson 24 - Steep Turns
It had been a few weeks since my last flight and I was a bit rusty on some aspects!
The lesson today was to be on steep turns, i.e. those with an angle of bank of 45' or more. In practical terms, these are used specifically to avoid collision, however the manual says that practicing steep turns will improve coordination and flying skills.
The key item is the effect on stalling speed, for which we looked at the maths (AoB = Angle of Bank):
Stall speed at AoB = Stall speed level x Square root of (1 / COS (AoB) )
What this means in practical terms is that at 60', the stall speed is 1.41 x the stall speed at level flight, or about 65knots!
We flew north, back to our old practice area over Osea Island for this lesson. I found the most difficulty with 45' turns to the left. Right turns I had nailed pretty well. I guess the good news is that, in a head-on situation, both aircraft should turn to the right! The difficullty I was having was on maintaining my altitude. I was OK on 60' turns both left and right.
We then did some steep glide turns. The first of these, I lost quite a bit of height in setting up the glide. I had more difficulty with these turns, as I had forgotten some of the aspects of the glide.
Finally we looked at recovering from a spiral dive. After a demonstration, Tim had me look down inside the cockpit while he set the aircraft into a spiral dive. I then looked up and brought the aircraft back to safe flight. First action is to close the throttle, then bring the wings level, then to bring the aircraft into a shallow climb, applying power as appropriate. No problems with this.
On the return to Southend, I totally messed up the rejoin call. Repeat 20 times "I MUST USE MY CRIB SHEET I MUST USE MY CRIBSHEET. I MUST...........!"
During the debrief, we worked out what exercises I would still need to fly. I was at nearly 26 hours and would need to fly the following hours:
Instrument flying = 1:00
Dual Navigation flights = 4:30
Solo revision = 2:00
Lydd Dual = 1:30
Goodwood Dual = 3:00
Qualifying Cross Country = 3:30
Dummy skills test = 2:00
Actual Skills Test = 2:15
This would take me to 44 hours. It really began to sink home, how far I had come and how relatively short the list of remaining items was!
The lesson today was to be on steep turns, i.e. those with an angle of bank of 45' or more. In practical terms, these are used specifically to avoid collision, however the manual says that practicing steep turns will improve coordination and flying skills.
The key item is the effect on stalling speed, for which we looked at the maths (AoB = Angle of Bank):
Stall speed at AoB = Stall speed level x Square root of (1 / COS (AoB) )
What this means in practical terms is that at 60', the stall speed is 1.41 x the stall speed at level flight, or about 65knots!
We flew north, back to our old practice area over Osea Island for this lesson. I found the most difficulty with 45' turns to the left. Right turns I had nailed pretty well. I guess the good news is that, in a head-on situation, both aircraft should turn to the right! The difficullty I was having was on maintaining my altitude. I was OK on 60' turns both left and right.
We then did some steep glide turns. The first of these, I lost quite a bit of height in setting up the glide. I had more difficulty with these turns, as I had forgotten some of the aspects of the glide.
Finally we looked at recovering from a spiral dive. After a demonstration, Tim had me look down inside the cockpit while he set the aircraft into a spiral dive. I then looked up and brought the aircraft back to safe flight. First action is to close the throttle, then bring the wings level, then to bring the aircraft into a shallow climb, applying power as appropriate. No problems with this.
On the return to Southend, I totally messed up the rejoin call. Repeat 20 times "I MUST USE MY CRIB SHEET I MUST USE MY CRIBSHEET. I MUST...........!"
During the debrief, we worked out what exercises I would still need to fly. I was at nearly 26 hours and would need to fly the following hours:
Instrument flying = 1:00
Dual Navigation flights = 4:30
Solo revision = 2:00
Lydd Dual = 1:30
Goodwood Dual = 3:00
Qualifying Cross Country = 3:30
Dummy skills test = 2:00
Actual Skills Test = 2:15
This would take me to 44 hours. It really began to sink home, how far I had come and how relatively short the list of remaining items was!
Saturday, 14 March 2009
Lesson 23 - Precautionary Landings + bad weather circuits
The aim of this lesson was to learn how to carry out precautionary landings and to look at bad weather circuits. We would also look at the effects of wind on the aircraft's path over the ground.
The key airmanship points: Keeping a good lookout, Minimum height rule, Ts & Ps.
On this exercise, because we were flying a bit lower than usual, although well above the required minima, it gave me the chance to see the effects of wind on the aircraft's path as we turned. Also I was able to see the topography much clearer - even though the land we were flying over was quite flat. We chose line features - in this case a field boundary with a straight track running past it, flew just past it and performed a 180 turn with the wind - which had us levelling out back the other side of the track. Reversing the exercise and turning into the wind had us levelling out on the same side of the track as we had started the turn, but quite a bit further back. Obvious relly, but interesting to see how much difference the wind made.
On the same exercise, I flew a crosswind bearing marking a feature in front and, by maintaining the compass bearing, observing how much we drifted away from our original aiming point.
We then set off for Tim's favourite field to practice precautionary landings on. On the way Tim had me set up in the slow safe cruise (75kts, 20' flap and 2300rpm). This attitude is useful when you want to fly slowly to examine the ground, e.g. you are lost or you are looking for a suitable field for a precautionary landing.
The reasons you may wish to make a precautionary landing are:
- you have hit bad weather
- you are very low on fuel
- you are very lost
- You or a passenger has been taken seriously ill
- the aircraft has non-engine problems, or is suffering from a rough-running engine.
As you can see most of these are avoidable with proper preparation.
I will add in diagrams later but the process for a precautionary landing is in 3 phases:
1. A visual inspection, 500 ft above ground level at safe-cruise speed. During this you should be flying next to the field observing the field to look for telegraph poles, ditches, people, animals, obstacles, etc. Also checking the surface of the field, as best you can.
2. This is a practice approach, descend to 300ft at 65 knots in the approach configuration, lined up on the field and check that everything feels OK with the approach. When satisfied go-around.
3. This time perform the landing checks and land in the field - obviously, for the purpose of the exercise, we didn't actually land!
After a demonstration of this from Tim and a couple of practices by me, we headed back to Southend to practice bad-weather circuits.
These are carried out at 600ft (normally 500ft, but Southend has specific noise-related regulations about minimum height), much closer to the airfield than a standard circuit (no more than 3/4 mile) and are flown in the slow safe cruise configuration. Also, there are not really crosswind or base legs of the circuit, instead, there are 180' turns at either end of the circuit.
On the whole - the lesson went well - on one of the precautionary landings, I needed to get the flaps up sooner when I was climbing out - I had struggled to climb back up to height with the flaps still extended. On the bad-weather circuit, I had to remember to level out, reduce power to 2100rpm and only then to start the turn.
All in all a lot to take in on this lesson.
The key airmanship points: Keeping a good lookout, Minimum height rule, Ts & Ps.
On this exercise, because we were flying a bit lower than usual, although well above the required minima, it gave me the chance to see the effects of wind on the aircraft's path as we turned. Also I was able to see the topography much clearer - even though the land we were flying over was quite flat. We chose line features - in this case a field boundary with a straight track running past it, flew just past it and performed a 180 turn with the wind - which had us levelling out back the other side of the track. Reversing the exercise and turning into the wind had us levelling out on the same side of the track as we had started the turn, but quite a bit further back. Obvious relly, but interesting to see how much difference the wind made.
On the same exercise, I flew a crosswind bearing marking a feature in front and, by maintaining the compass bearing, observing how much we drifted away from our original aiming point.
We then set off for Tim's favourite field to practice precautionary landings on. On the way Tim had me set up in the slow safe cruise (75kts, 20' flap and 2300rpm). This attitude is useful when you want to fly slowly to examine the ground, e.g. you are lost or you are looking for a suitable field for a precautionary landing.
The reasons you may wish to make a precautionary landing are:
- you have hit bad weather
- you are very low on fuel
- you are very lost
- You or a passenger has been taken seriously ill
- the aircraft has non-engine problems, or is suffering from a rough-running engine.
As you can see most of these are avoidable with proper preparation.
I will add in diagrams later but the process for a precautionary landing is in 3 phases:
1. A visual inspection, 500 ft above ground level at safe-cruise speed. During this you should be flying next to the field observing the field to look for telegraph poles, ditches, people, animals, obstacles, etc. Also checking the surface of the field, as best you can.
2. This is a practice approach, descend to 300ft at 65 knots in the approach configuration, lined up on the field and check that everything feels OK with the approach. When satisfied go-around.
3. This time perform the landing checks and land in the field - obviously, for the purpose of the exercise, we didn't actually land!
After a demonstration of this from Tim and a couple of practices by me, we headed back to Southend to practice bad-weather circuits.
These are carried out at 600ft (normally 500ft, but Southend has specific noise-related regulations about minimum height), much closer to the airfield than a standard circuit (no more than 3/4 mile) and are flown in the slow safe cruise configuration. Also, there are not really crosswind or base legs of the circuit, instead, there are 180' turns at either end of the circuit.
On the whole - the lesson went well - on one of the precautionary landings, I needed to get the flaps up sooner when I was climbing out - I had struggled to climb back up to height with the flaps still extended. On the bad-weather circuit, I had to remember to level out, reduce power to 2100rpm and only then to start the turn.
All in all a lot to take in on this lesson.
Sunday, 1 March 2009
Aircraft General Knowledge & Principles of Flight Exam
No flying today: cloudbase too low and visibility not good. I knew my luck with the weather had to run out sometime.
Instead I sat my Aircraft General Knowledge & Principles of Flight Exam. It was a tough paper and I was pretty convinced that my score would be marginal, however I got 84% (passmark was 75%).
Very happy!
Instead I sat my Aircraft General Knowledge & Principles of Flight Exam. It was a tough paper and I was pretty convinced that my score would be marginal, however I got 84% (passmark was 75%).
Very happy!
Sunday, 22 February 2009
Lesson 22 - Precautionary Forced Landings
Back in to Foxtrot-Romeo for this lesson. Tim was just finishing off with the previous student, so I did the walkround and went to the pumps to get fuel, then back to the clubhouse for my pre-flight briefing.
We were going to fly to St Mary's Marsh, on the north Kent coast. There are no buildings, roads and very few people in this area. Tim reminded me of the details of the 500ft rule.
Tim has a method for teaching this called "constant aspect". The diagram for the exercise is below:
The field, located on St Mary's Marsh is approximately rectangular, but a bit squidged at its western end. There is a line at an angle across the western end of the field, which made for easier identification of the field.
In the field, there are 3 aiming points: number 1 is the initial aiming point, then as certainty increases that the plane makes the aiming point, the aiming point progressively moves back.
The lettered points on the diagram relate to the following items:
A = At 2,000ft, Carb Heat on, throttle closed, adopt glide attitude at 65kts.
B = Check for reasons of engine failure:
- Fuel = on & sufficient
- Mixture = fully rich
- Throttle = open
- Carb Heat = on
- Mags = both
- Master = on
- Primer = locked
C = fly aircraft, check airspeed, descent, heading, etc.
D = Mayday call: "Mayday, Mayday, Mayday. G-BNFR. Engine failure. St Mary's Marsh. 2 persons on board. Intention is to make a forced landing."
E = Fly aircraft. Is flap needed, should the turn be tighter or longer to make the glide to point 1 in the field.
F = Secure the aircraft for landing:
- Fuel = off
- Mixture = Idle Cut Off
- Throttle = closed
- Mags = both off
- Harnesses = secure
- Doors = both open (this will allow easier escape from the aircraft, in case the aircraft deforms on landing and the doors won't open)
- Advise passengers to "Brace, brace, brace"
G = Continue to fly the aircraft - watch out for airspeed. Use higher flap settings to increase the rate of descent.
On the exercise itself, Tim flew a demo first and we were both surprised by the strength of the headwind we had around F and G, meaning that we dialled in very little flap until quite late.
I then executed the go-around, making sure I had a positive rate of climb, before I brought the flaps up. We climbed circling back to where we had been at 2,000ft flying along the Thames, parallel to the field. I then did the next three descents.
On the first one, I started at 1,900ft (not 2,000) and took some time to set the aircraft into the glide, which meant that we were drifting away from the field. This meant I had my work cut out to get back, and in the end we decided to go for a slightly nearer field to be sure.
The second one was much better although I did miss the secure for landing checks, as we were much tighter for the field and I ended up bringing in full flap in order to have made the field.
The third approach was spot on.
It was very different to be flying that low without a runway below us and I did breathe a sigh of relief every time Tim gave me the order to go-around! All of the go-arounds were fine.
Flying back to Southend, we asked and were given permission to do a PFL at the airfield, overflying the runway at 2,000ft. This time the wind was the other way and we were blown along base leg, rather than into a headwind. However we made the runway successfully with no drama!
This was a lesson I really needed to concentrate on, but as with all the others, I thoroughly enjoyed it!
We were going to fly to St Mary's Marsh, on the north Kent coast. There are no buildings, roads and very few people in this area. Tim reminded me of the details of the 500ft rule.
Tim has a method for teaching this called "constant aspect". The diagram for the exercise is below:
The field, located on St Mary's Marsh is approximately rectangular, but a bit squidged at its western end. There is a line at an angle across the western end of the field, which made for easier identification of the field.
In the field, there are 3 aiming points: number 1 is the initial aiming point, then as certainty increases that the plane makes the aiming point, the aiming point progressively moves back.
The lettered points on the diagram relate to the following items:
A = At 2,000ft, Carb Heat on, throttle closed, adopt glide attitude at 65kts.
B = Check for reasons of engine failure:
- Fuel = on & sufficient
- Mixture = fully rich
- Throttle = open
- Carb Heat = on
- Mags = both
- Master = on
- Primer = locked
C = fly aircraft, check airspeed, descent, heading, etc.
D = Mayday call: "Mayday, Mayday, Mayday. G-BNFR. Engine failure. St Mary's Marsh. 2 persons on board. Intention is to make a forced landing."
E = Fly aircraft. Is flap needed, should the turn be tighter or longer to make the glide to point 1 in the field.
F = Secure the aircraft for landing:
- Fuel = off
- Mixture = Idle Cut Off
- Throttle = closed
- Mags = both off
- Harnesses = secure
- Doors = both open (this will allow easier escape from the aircraft, in case the aircraft deforms on landing and the doors won't open)
- Advise passengers to "Brace, brace, brace"
G = Continue to fly the aircraft - watch out for airspeed. Use higher flap settings to increase the rate of descent.
On the exercise itself, Tim flew a demo first and we were both surprised by the strength of the headwind we had around F and G, meaning that we dialled in very little flap until quite late.
I then executed the go-around, making sure I had a positive rate of climb, before I brought the flaps up. We climbed circling back to where we had been at 2,000ft flying along the Thames, parallel to the field. I then did the next three descents.
On the first one, I started at 1,900ft (not 2,000) and took some time to set the aircraft into the glide, which meant that we were drifting away from the field. This meant I had my work cut out to get back, and in the end we decided to go for a slightly nearer field to be sure.
The second one was much better although I did miss the secure for landing checks, as we were much tighter for the field and I ended up bringing in full flap in order to have made the field.
The third approach was spot on.
It was very different to be flying that low without a runway below us and I did breathe a sigh of relief every time Tim gave me the order to go-around! All of the go-arounds were fine.
Flying back to Southend, we asked and were given permission to do a PFL at the airfield, overflying the runway at 2,000ft. This time the wind was the other way and we were blown along base leg, rather than into a headwind. However we made the runway successfully with no drama!
This was a lesson I really needed to concentrate on, but as with all the others, I thoroughly enjoyed it!
| Stats at end of lesson 22 | ||||
| Description | Hours as P2 | Hours as P1 | Take Offs | Landings |
| Lesson | 1:00 | 0:00 | 1 | 1 |
| Total | 20:15 | 3:10 | 58 | 50 |
Saturday, 7 February 2009
Lesson 21 - Fourth solos
This week we were in Lima-Whiskey again. The plane needed fuel, but had more than enough for one circuit, so - as it was a cold morning and Tim was a bit worried about the battery power, we did one circuit together, then taxied to the pumps where we filled up, then Tim enjoyed a walk back through the cold winter air while I set off for holding point ALPHA-1 on Runway 24 for an hour's worth of circuits.
The circuit was reasonably quiet and I only had one time when I needed to orbit for a while on the turn to base-leg. Otherwise all the circuits went well.
At the end of the session, I taxied back to Seawing and went through the shut down checks. Tim opened the door and asked how it had gone and how many circuits I had done.
"An hour's worth" I replied. Oops! forgot to count. Tim called ATC and explained that whilst his student's flying was OK, his maths was not, so please could they tell me how many circuits I had done. Apparently I had done 5!
This will be the last of the solo circuit details for a while, as we will now be moving on to some more advanced stuff: precautionary forced landings and higher rate turns.
The circuit was reasonably quiet and I only had one time when I needed to orbit for a while on the turn to base-leg. Otherwise all the circuits went well.
At the end of the session, I taxied back to Seawing and went through the shut down checks. Tim opened the door and asked how it had gone and how many circuits I had done.
"An hour's worth" I replied. Oops! forgot to count. Tim called ATC and explained that whilst his student's flying was OK, his maths was not, so please could they tell me how many circuits I had done. Apparently I had done 5!
This will be the last of the solo circuit details for a while, as we will now be moving on to some more advanced stuff: precautionary forced landings and higher rate turns.
| Stats at end of lesson 21 | ||||
| Description | Hours as P2 | Hours as P1 | Take Offs | Landings |
| Lesson | 0:15 | 1:00 | 6 | 6 |
| Total | 19:15 | 3:10 | 57 | 49 |
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