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Flying Experiences and so forth...

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tommyg

Due to low fog that wouldn't clear on the 1/11 lesson 8 was postponed until 9am on 15/11. Conditions were looking fine this time, not to hot nor cold and hardly and clouds about. Did the pre-flight checks on MJG and then came back inside to work out fuel and weight calculations. As I was half way through Joe, the Chief Flying Instructor asked me to hop in EWN instead (I think the owner wants us to fly that one more often, didn't worry me as it's also very similar to MJG in terms of systems and state, and is also powerful). So out I went again to MJG and tied her down and then pre-flighted EWN (Pretty cool paint scheme on her). Once that was done I started her up and taxied to the run up bay. As I just said, this 152 is also very nice, very clean, got a GPS and strobes. However the radio wasn't too good, sounding a bit quiet when talking to ATC. Anyway did the run-ups and then taxied to 17R (Yep, first time I've used a different runway to 35 hehe!). Took off and then headed for the training area (After being careful not to go over the coast or cross 17L, sort of like a tight laneway hehe).

Once we got to the training area my instructor took over and we got straight into steep turns. To start off we did a few 45* turns, which are nothing compared to 60*. Then we focused on turning to headings and landmarks and so forth. All seemed good. Then we got into the hard stuff. The 60* turn. You really feel the G's doing these, and you really have to pay attention to your speed, the bank and also making sure your not descending or ascending. My first one I stuffed up and lost it unfortunately so Tony decided to fix her up by rolling out and then rolling back the other way to get to the original heading. Boy o boy did you feel the G's then, even the stall warning came on. Made me sh!t myself haha. So back on track it was my turn again. This time I pulled off a perfect steep turn so I was pleased (and so was Tony). We then did a few more to the right and then to a heading. Really gotta watch your heading too and pay attention to when you have to roll out. Then we did some were we pretended to loose it and have to recover from it. The first one he did he showed me what happens when you pull back when you trying to recover. Again, the G's almost killed me haha. I got out of mine quickly before it developed into anything bad. Probably not good to do so training wise but if I was put in the situation at least I know I would get out of it quickly :P We then did some descending turns which were pretty easy and then headed back to Moorabbin.

Due to having to use Rwy 17 and given our location we decided to go back via GMH and also do some circuits. Joined the circuit on base but was a bit fast. Probably because I was paying attention to one of Tiger Wood's shots that went high in the air close to where I turn final :D (bit further north of the airport). Coming in on final I was still a bit fast even with full flaps. Flared a little too late which caused me to hit the deck harder than usual and was a bit off to the left but other than that it was ok. Tony commented saying he didn't touch the controls at all so that was something positive that came out of it, the fact that I did it all myself, from entering the circuit to landing.

The next circuit I was a bit wide, and at about mid-late downwind Tony asked if I'd done a glide approach yet. I replied 'no' and so he requested to the tower to do a glide approach. They said 'yes' and so Tony put on the carby and brought the power back to idle, and headed for the runway. The next few minutes felt like seconds. Heading for the runway instead of lining up, no power to help you which means you have to delay your flap and was a bit wide in the circuit. But somehow Tony pulled it off and landed right on the centerline and as soft as a baby's bum, which made my previous set up landing look crap :D There was a 152 waiting for us to land too, I reckon they would have been crapping in their pants as we were headed right for them until the last minute when Tony corrected to put us along the centerline. Was pretty awesome :D Next circuit was a good one, 60 knots, 500ft and full flap on final. Touchdown was a lot better and was on the centerline.

So that was it for lesson 8. Pretty exciting stuff, and now I can't wait for my next lesson. I was also given the info and papers for the 'Single Engine Piston Aeroplane Endorsement'. So a bit of homework to do these holidays, including studying for my pre-solo test.

Oh yeah, found a pic of EWN that I took at the Dawn Patrol...

VHEWN152.jpg

Until next time, happy flying guys :)

tommyg

Lesson 7 - First Landing

Today (11/10/09) was my 7th lesson, which really should have been on the 27/9/09 but due to really bad weather was canceled :( So anyway, was booked in today at 11am in MJG again (yes, my favourite 152 now for sure). This time Tony wanted me to try and do everything. Although when we got in I was still writing out the info for the book and he got the clearance to start circuits from ground. So I started her up and taxied to the run up bay. Taxing has become a whole lot easier I can tell you. Practice definitely makes perfect ;) Did the run ups and then taxied to 35R. Interesting thing happened taxing down parallel to 35L, the nose wheel began to shutter violently. Apparently it happened to Tony before as well, and could be due to the weight put on it (as I found out further on). So stopped the plane to bring it back to normally and then continued on to 35R. Made the call at 35R and away I went.

The first circuit Tony helped out a bit in certain spots, and told me when to take flap and when to slow down at the end. However this time I did the landing. Was a pretty cool experience being in control and trying to land for once. Probably flared to much which meant I was floating along the runway, and then pulled the power to quickly and sunk. But hey, it was my first landing and I survived! The next 4 circuits were all by myself. Only thing Tony did was tell me what I was doing wrong :) By time I got to the last circuit all he said was how to stick her on the ground again. I felt really proud of myself, although came out sweating like a pig after doing all that hard work! :P Fighting a slight crosswind, keeping a lookout for other traffic (a Pitts special which was doing crazy circuits, really wide) and then flying the plane. But I made it, and was happy with one of my landings (almost perfect, just needed to bring the nose up a fraction more and it would have been right on the money). Only problem I had was when the nose wheel touched down it would start shuttering, so to prevent this we just moved the elevator up slightly to put less weight on it. Although one landing I pulled too far back and it went up in the air! Hehe, wheelies in a 152! :D

It was awesome to get back into it today, after having that 5 week break. Next lesson Tony wants to head out to the training area to do some advanced stuff, or if it's quiet enough, emergency procedures. Problem is that I'm not 16 for another 5 months so there's only so much I can do between now and then, when I can get my SPL. Although that said, I got the notes given to me today for the pre-solo tests, and Tony's said to get that done before I turn 16, as well as my medical (although not sure how old you have to be for that?) so when I get my SPL I can go solo. As Mr. Burns would say...E x c e l l e n t! :D Next lesson is in 3 weeks at 9am, in MJG again I think. So until then, happy flying!

tommyg

RVAC Dawn Patrol

Well one week before this event (the event was on 13/9/09) I was invited by a friend of mine to come along as a passenger (the same guy who took me up on the Young Eagles day). Of course, the only answer was 'yes' and I was looking forward to it the whole week. It meant however that my mum, brother and myself had to stay in a hotel opposite the airport for the night. Not biggy for me, I was going flying the next morning ;D I got up at 3:30am and my lift was outside to the airport. Once at the airport we sat and listened too the procedures of the flight, and what to say to the tower and stuff. Almost pitch black still outside (well, except for the lights ;)). Out we went to our aircraft for the morning, MAG'S 182Q CXZ. After hoping inside I was like 'Holly crap, what have I been missing?!' There was so much room, even in the backseat. Fluffy covered seats, GPS, AP, storm radar, the works! Take-off was at about 5am from 35R. Then we track towards Albert Park lake, then to the Westgate bridge and overfly Point Cook. After overflying Point Cook we track towards Avalon and then from there around the heads, back to Carrum, and then land on 31L. Was an awesome flight, especially seeing the sun rise while in the air (even if it was raining and cloudy).

After the flight we headed back into the RVAC Maintenance hanger for a beautiful breakfast and listened to a few veteran war pilots who shared their experiences on various a/c (One was in the maritime squadron, and piloted Neptunes and Orions). I had an awesome time, and will remember this event for a long time. Thanks to RVAC for putting it on and my mate for taking me up as a passenger :) Next year is the 70th anniversary of the Battle of Britain, so I'm hoping to get invited again ;D

tommyg

Lesson 6 was meant to be on 23/8/09, but due to bad weather Tony decided to do an hours worth of theory instead. So for an hour we wet through the legs of the circuit, what's what, where to be, all of that sort of stuff. So I booked in for two weeks later, making it the 6/9/09. This lesson was booked in for 9am so we could do the circuits while it was quiet (with the new rules in place you can only have a certain amount of a/c in the circuit at one time) and was in the 152 MJG. Beautiful 152 this one, leather seats, a GPS, freshly painted...the perfect 152 :P So as soon as we hopped in Tony made the call to ground to request start for circuits (another new rule to go hand-in-hand with the above rule). This lesson was more focused on me flying the plane in the circuit and keeping an eye on where I am and where other traffic is. So hence why Tony made all the radio calls.

Taxied direct to 35R this lesson (alas, not using the run up bay) and once at 35R we did the run-ups while waiting for the plane in front of us (who was also doing their run-ups). Lined up on 35R, got the clearance and off we went. Man can this 152 scoot along. It was like we were rotating already after reaching the 3rd centerline! So climbing at 70 knots to 500ft (initial leg) and then a climbing turn onto our crosswind leg. Once at 1000ft reduce the power to about 2200rpm, level out and turn downwind (while Tony made the downwind call). Once we're settled on our downwind leg we do the pre-landing checks (Brakes, mixture, oil in the green, fuel on and sufficient, power set ok and tracking parallel to the runway at 1000ft). Once on a 45 degree angle to the threshold the carby heat goes on and the power is reduced to 1500 rpm. Now depending on the situation (speed, traffic) you can take the first stage of flap to slow down. Make the base turn and once on base take another stage of flap (whilst watching your altitude, speed, and where you are in relation to the runway). Then you judge when to turn final and take your last stage of flap. Then when on final you just make tiny adjustments, whether it be to turn your ailerons left or right, add a bit of power, etc. I took the plane all the way in until about 100ft off the ground and then Tony finished off the landing.

We did about 4 circuits (didn't get to land unfortunately :() and then Tony decided to head out to the training area to practice medium level turns. Got them almost down pat now, so all good (pretty sure that's why we went out there :D). Interesting thing happened on the way back though. When we got to Carrum I noticed a Warrior coming towards us about 2 miles away. We made the call at Carrum first so that meant they should have stayed behind us. So us being considerate to a faster plane speed up. We ended up flying towards YMMB at about 110 knots (told ya it's got some power ;)). However this guy decided to speed up as well to overtake us! So he got to about parallel to us on our left, just a tad faster and a little higher and decides to swing over the top of us! What a stupid and dangerous decision! This is how accident's are caused. A low winged Warrior crossing just over the top of a high winged 152. How on earth are we meant to see each other safely? We got to 3 miles and made the call after he did, the tower cracked it at him for overtaking, LOL! Probably should have filed a complaint/report...Anyway Tony landed on 35L and that was it for today's lesson. Quite exciting to say the least! Next lesson was booked in for 3 weeks time, topic is circuits again.

tommyg

9/8/09 at 11am marked my 5th lesson, and overall my 5th hour of flying. The topic for the lesson was Stalls, and they were to be done in the 152 TNU. Yes, I was back in that horrible 152 that felt like you were sitting in a Mini, well for me anyway. However today was completely different. It seems it was me that was the problem, as I was slouching to much we meant my knees were higher. So sitting up properly solved that problem, and from now sitting up properly is part of my checks. So off I taxied to the run-up bay. I finally felt like I had the hang of taxing. Comes pretty naturally now, but I guess it would after 5 lessons practice. Hold short of 35L, call the tower asking for the training area, cleared to take-off and off we go again. Nothing eventful this lesson trying to get out of YMMB (or in for that matter). So once we got out to the training area the fun begun...

The first thing was just your regular stall. My instructor showed me what to do and then it was my turn. Basically you put the carby heat on, pull the power right back to idle, bring the nose up and wait for the stall warning buzzer to make some noise. Then you take the carby heat off, let the nose drop, apply full power, bring the nose back up and away you go. So pretty easy really, and makes the word 'stall' seem less daunting (to me anyway). The next stall was to repeat the same thing but instead of applying full power to level out you just let it pick up some speed by gliding down and then level out. The overall result is you loose more height but if you were in an emergency and had no power you'd have no choice if you stalled but to glide.

The next stall was were things got tricky for me. These stalls involved a wing drop. So carby heat on, reduce the power back to 1500 rpm, bring the nose up and wait for the stall warning. Carby heat off, but instead of the nose dropping this time, the left wing (left for me, not sure if it drops right?) drops and it's a whole new ball game. It means you need to put a whole boot of right rudder in, apply full power and then level the wings. The first time I tried wasn't too bad, although didn't apply full power at the right time. The second time was absolutely shocking. What made it shocking for me was the surprise I got when the wing dropped and they were almost vertical to the horizon. So I started panicking because I didn't know how to get out of it and turned the ailerons right. That just made it worst! Not sure how we ended up getting out of it, probably a whole lot of right rudder? Was a really scary moment though I can tell you that. So after that it was back to the training area, but this time via Parkmore/GMH. I made the call at Parkmore but stuffed it up hehe, probably due to me being nervous. We also did one circuit on 35R as Tony wanted to show me how to perform a circuit for the next lesson. Looked to be quite busy to stay on top of everything.

So that's Lesson 5. Next lesson we start circuits, something I'm looking forward to :)

tommyg

Lesson 4 was at a bit earlier than usual, 9am to be exact, due to the fact that I only booked it in one week before hand. I think it's the first time I have ever got out of the car and haven't heard the sound of a running engine. Speaking of quiet, when I got to the Operations Center the door was locked and had the closed sign on it! Little did I know that Tony was already inside making a cup of coffee, hehe! Was given the keys and went out to do the pre-flight checks on UPB. Fuel was just above 20L in each tank so when I got back I had to call for full AvGas. While we waited Tony went through what we were going to do in the lesson. Medium level turns was the topic for this lesson. Again, a simple task but stuff that you need to know. We also did climbing and descending turns. So after that we headed out to UPB to start her up and get going.

Start-up was very easy this time. Kicked on the first go. So out I went, taxing to the run-up bay first to do the run-ups. Then off to 35L. Apparently there were/are different procedures in place now for taxing across the unused runway, which is to request permission first as if it were an active runway (it's a short one, that's for sure!). However I didn't go near there so didn't have to worry. Made the call to tower for take-off and was told to line-up. Then got the call to take-off so off I went! So to clarify, Tony hadn't touched a single thing yet (other than closing the door, seatbelts etc. hehe). Take-off was good, even with the strong head/crosswind (was in between hehe) and kept it on the line fairly easy (need to be soft on the controls).

Once out in the training area we started practicing the turns. First was just a basic 360 medium level turn. Then we used a landmark to turn onto, and then eventually a heading. We also practiced a turn onto final (including flaps), and then having to go-around. Quite fun actually, as you have to watch your climb rate and speed so you don't fall out of the sky. Also you don't pull all your flaps off at once either :P That took approx. an hour to practice (doesn't time go fast?) so we then headed back to YMMB.

A scary thing happened when we got to Carrum. I was just about to make the call when a strong gust of wind put us on our side! I nearly shat myself, LOL! So recovered from that, regained my confidence and then made the call. I took the plane all the way in to YMMB until about 50ft above the ground where Tony took over for the landing. Due to the strong winds it forced us to do a 3-point landing (left wheel, right wheel and then nose wheel). We then taxied back to the parking spot, where I shut-down, locked everything up and filled out all the paperwork.

So now I have 4.2 hours on the clock. I'll probably need to start spreading my lessons out, as I don't turn 16 till March, which is when I can get my SPL and fly Solo. Don't want to be doing circuits for 4 months straight!

Next lesson is booked in on the 9th of August where we'll be practicing stalls. Should be fun! :D

No piccies this time either, was flying the same plane as last lesson hehe.

Cheers,

Tom :)

tommyg

Yesterday (19/7/09) brought up my third lesson, which was on Climbing and Descending. Got to the Operations center early which was good. I was originally booked in on a 172 but was persuaded back into one of the larger 150/2's to save a bit of money (rates have increased a bit too). So out I went to HEZ to do the pre-flight checks. After they were done I came back inside and told Tony we needed a re-fuel (had just above 20L in both tanks) so while we waited Tony took me through what we were going to do. Pretty simple really, first the 4 forces, then the three types of climb, how to enter a climb, how to level off, how to glide etc. So after that we went out to HEZ and got set to go. Mixture rich, primed the engine 3 times, and then went to start but it didn't want to kick. Tried again, and still no kick. So then Tony tried all these different techniques but couldn't get it to start either (although he almost got it with mixture lean, a couple of extra prime pumps and throttle full). So out we hoped to find another 150. Means I had to tie it all down again. Next one we hoped in was a brand new one just imported from the US I think, did the pre-flight checks but he then went back to check if it was booked and sure enough, it was :( So now we were running half an hour late so the impatience levels started rising. Hoped in UPB which was tucked away in the corner, did the pre-flight checks (I've got them down pat now :P ) and luckily enough it started on the first go, third time lucky I say! Apparently HEZ has become the first aircraft he hasn't been able to start since his been with the club. So anyway, off I went to taxi down to 35L.

Once I got to 35L I made my first ever radio call which was 'Moorabbin Tower, Uniform Papa Bravo is ready at three fife left for the training area. I was so happy that it came out clear, correct and quickly. Got the reply back to say line-up and then finally one that we were cleared to take-off. Winds were from the north, about 30-40 knots I think they were. Yes, we were getting blown around like crazy. As soon as we were off the ground I had control and took it to the training area so we could get started. I wont go into detail on what we did, but basically it was just different procedures on climbing, what techniques to use, effect of flaps on a glide, and the procedures for a descent.

On the way back he asked me whether I had any questions. I said no however I do have two requests. My first request was if he could show me an advanced stall. So we found a field to fly over, and climbed to 3500. The first stall he did was just a basic one, which I thought was pretty easy, and a lot different than I expected. He put the carby heat on, brought the throttle back to idle and pulled the nose up. As soon as you hear the stall warning you take the carby heat off, wait for the nose to drop and then apply full power and bring it back to straight and level (I think that was it, hehe). I then told him that I thought I'd be off my chair sort of thing and he goes 'okay, watch this stall then'. So sure enough, he does the same maneuver, however lifts the nose a bit more. Then all of a sudden, the lift wing just drops and then your sideways to the ground and your wings are vertical. Woah! He then puts in full right rudder, rolls back out and applies full power to get out of it. What an experience! Words can't explain it I tell you, its not like a roller coaster or anything like that, that's for sure!

From there I took control again to Carrum (made the call there too) and got Tony to take a pic of myself flying (my other request, and see Avatar, not showing a big pic of my ugly mug :P ). Final seemed to go on for ever. I guess that's what happens when your flying into a strong northerly in a slow 150!

So yeah, that's my day all summed up. My next lesson is booked in for this Sunday in UPB again at 9am (nice and early lol, no traffic too). Next lesson's topic is Turning as well as a bit of basic stalls. Should be a bit of fun! (60* bank turns I think :P ).

Oh, here's a pic of the grubby 150. Any chance someone could do this paint on the Carenado 152?

VH-UPB-Morrabbin.jpg

Cheers,

Tom :)

P.S. Will have to get a set of Ray Ban Aviators, the glare of the sun was shocking. Will make a good Christmas present! :D

tommyg

Well got down to the airport early yesterday morning, about half an hour before my lesson, to pick up a brand new set of David Clark's H10-13.4 and headset bag from Skylines, which was bought by a good friend of mine, that is very very naughty :-X A very comfortable headset, that is very clear in terms of hearing and speaking. Anyway back on track with the lesson. First went over to the club rooms, where they were having another Young Eagles Day, which saw 4 or 5 Roulette's, a T-28 Trojan and Boeing Stearman there, oh and a Tiger Moth getting around the place. Then walked over to the other rooms (lol, not sure what to call them :P) and met up with my instructor. While Mum was unpacking the new headset I was given the keys and folder to go and do the pre-flight inspection (was easy and quick, as I remembered what to look for and check, and it didn't need to be refueled like last lesson). Unfortunately when my instructor walked out he didn't bring the camera so I didn't get a shot of myself inside with the headset :( Always next time though. I did most of the taxing, which was surprisingly a lot easier in the 150 than the 152, as I had more leg room and it just felt a lot more comfortable. Got the rudder and toe brakes down pat now, so the taxing fear is out the window ;D As I lined up on 35L (had to be quick as there was a heap of traffic, more than Jandakot get's I reckon, but others would beg to differ, I'm sure :P), my instructor told me to take the rudder pedals and he'll do everything else. Was pretty easy really, but didn't have anything else to worry about so maybe that's why... As soon as we were up in the air he gave me control and I took her from there really.

When we got out to the training area we started the lesson, 'Straight and Level'. Pretty easy really as there was no turbulence whatsoever, even with the dark, overcast clouds above us. Basic equation to use: RPM+Attitude=Performance. Fun bit was where he would put a lot of trim on and turn a certain way (so away from the landmark on the horizon), and I'd have to bring it back to straight and level and lined up with the landmark again. Pretty easy to do, although requires a lot of pressure on the controls. We actually had some time to spare so we did a bit of another lesson (not sure exactly what it was, but he mentioned that we did lol), it may have been the turning, where you bank on a 30* angle and keep the nose level with the horizon.

After that he asked me if I'd ever been involved in a 'Steep Turn'. I replied 'no' so he said well I'll show you one. So all of a sudden he banks to 60*, and pulls back on elevator quickly. I went to lift my arm up and I couldn't! Made me weigh literally twice my own weight. I think the little gauge recorded 2.5G's or something close to that. Never knew a 150 could do aerobatics! :o

So after all that fun it was time to head back to Carrum (pretty sure that's how it's spelt), and then onto Moorabbin. You are to report to Moorabbin Tower once at 1500ft over Carrum. I was going to do the radio call, which would have been: 'Moorabbin Tower, Cessna 150, Hotel-Echo-Zulu is at 1'500 over Carrum, inbound with Romeo' but it was just too busy so my instructor decided to do it :( Again, always next time! So anyway we were told to go upwind, so over 35L first but were lucky that we got our call in first so were aloud to turn downwindish-base (wasn't really a downwind) as we passed over the runway. ATC were getting cranky with a few Pilots, one Pilot asked if he could do a touch-and-go after being told that he was cleared to land and ATC replied in an aggressive voice '*Callsign*, Negative, that's why I said cleared to land'. Another Pilot was having radio problems apparently and then others weren't following the aircraft they should of been. So a hectic day really, as we came in on short final there were about 11 or 12 aircraft waiting at 35L.

Took this picture after the flight of the 150, might make it my first paint ;)

RVAC-150-VHHEZ.jpg

After my lesson I went over to the Museum to have a look. Quite impressive it is, 2 Mirages, a DC2, DC3, and all sorts of other aircraft. Even a Wirraway for John :D Oh also a PBY Cat (Same as the Aerosoft one) getting worked on out the back. I got a full tour of the DC3, which is infact one of the only DC3's that weren't RAAF ones (C47's), the other is in pristine condition running flights out of YMML. This one was being repaired from corrosion but other than that was in fairly good condition, although missing it's rudder. The cockpit is a piece of work too, with a heap of safety features. The guy that showed me around was telling me a story about how they used to de-ice the engine using alcohol, and the pump would be in the cockpit. So with every pump you'd be able to get more and more drunk by the fumes, LOL! As Javo said, it would be like 'One pump for you, two pumps for me' LOL ;D

So that's it for this report, next lesson is Climbing and Descending, which are chapters 6 and 7 in my manual, which means there is only 7 chapters left until the Solo :o Gotta be 16 for that anyway, but I think I'm progressing quite nicely.

I'll get those pics up soon from the museum too, just need to re-size them...

Cheers,

Tom :)

tommyg

Was booked in today at 11am with RVAC at Moorabbin. Didn't know what I was flying but was hoping for something slightly larger than a Cessna (I'm 6'4" approx. so will be a tight fit in any aircraft really :P ). Met up with my instructor, whom was holding the aircraft info folder in his hands. On the front "Cessna 152 VH-TNU". I thought to myself "How on earth will I fit in a 152?". And then a second later he asks me the same question! As it turned out I actually do fit, just, although hurts the ankles a bit. First filled out some forms and my logbook (personal details) and out of the building we went. First was the Pre-flight checks (eg. Take off the rudder lock, controls lock, check fuel etc.), only had 30 liters in the left tank and 20 in the right so had to call for a refuel. Then we hopped inside, did some more checks and then on came the engine.

First thing was learning how to taxi. A lot harder than it looks, trust me! Just trying to keep it on the yellow line is hard enough, let alone actually figuring out how to use the toe brake with size 15 shoes! Hehe I guess practice makes perfect though eh?

My Instructor took off, we had a slight crosswind so was yawing to the left a lot during take-off. Left turn out towards the bay and then another left turn facing towards the south to head towards the training area. From there we did the effects of the primary controls. So for example, rolling to the left will lead to yawing to the left, yawing to the right and cause a roll to the right, pulling up will cause a decrease in speed etc. Then we looked at the effects of the secondary controls, being Flaps, throttle and trim (What happened was he would demonstrate to me what to do first and then I would take the controls and replicate what he did). Then we headed back to Moorabbin and ended up landing on Runway 35L. I think we skidded on the runway a bit as my Instructor wanted to get off the runway as quick as he could, as there was a Piper right behind us.

Was a fairly smooth flight, even though it was overcast, slight precipitation and a 10 knot wind. I guess it was a good experience in a way to learn in turbulentish conditions, as you have to be on the ball with the controls.

Instructor said I was very smooth on the controls which is a good thing and did very well for a first lesson! :D And then proceeded to say you can lock it all up while I go inside for a coffee! Haha here's a pic of myself tying the 152 down...

RVAC-TNU-Crop.jpg

So all in all, I was stoked with how it went and couldn't be happier! (Although the wallet could hehe). Next lesson is booked for the 21st, again in a 152. Smooth and Level flight is the topic for the next lesson, so a bit more reading to do.

Also my Instructor said I should buy a headset for myself as well, instead of having to use the Club set. Anybody got any recommendations for a set around the $250 range? (I know, probably not good quality but will do me for the short term I think).

Cheers,

Tom :)

P.S. I'll have to learn ATC talk as well, and how to say stuff quickly and fluently, as Moorabbin's a very busy airport.

P.P.S. Sorry if this post is too long hehe or if I made mistakes, I'm still excited and can't wait for my next lesson! :P