Day 16 Nav-ex brain overload

24th March

I arrived late because of some road works but it was no broblem as Kev had put asside a few hours for this session.

A course and magnetic heading etc was plotted for the 62nm flight to Kingaroy, but by the time we got into the air the wind had come up. It was also gaining strength and becoming gusty. Damn, this had me concerned when we got into the air as this wasn't plotted into the heading.

At home I had been drawing lines from "a to b" on the charts and taking note of landmarks and towns etc for visual verification that I was on course. In theory it all seemed easy, but I soon found out getting away from familiar territory and keeping the aircraft straight and level while looking on the chart for some sort of landmark that I should be looking for while doing those regular checks like, heading, altitude and instruments etc was not as easy as I thought it was going to be.

When we got to the half way landmark I worked out about how far we were blown off course and adjusted the heading to what I thought it needed to be to be back on course by the time we got to Kingaroy. When I asked Kev if he thought I was right with my calcalations he just gave his usual "it's your aircraft" reply. This didn't help my confidence much because sometimes he says this when he knows I'm stuffing up.

The journey from Lynfield to Kingaroy

Kingaroy turned up almost smack bang in front of us, and as we got closer I was able to identify the airfield and join circuit for a full stop (and hopefully a coffee). We had a quick chat with a guy in a hanger (but no offers of a coffee). I worked out a new heading allowing for the wind drift, and headed home.

I'm still getting used to working with a compass. The drifter didn't have a working compass so working with a compass is still a bit of trial and error at the moment. Sometimes when I go to adjust my heading I'll go to go the wrong way which will bring an instant reaction from Kev, but that will get better as I get more time in. But the problem was when my workload was pretty heavy I was stuffing up more with the compass.

The trip back was made easier by being able to pick up Mt Hallen when it appeared on the horizon and adjust my course slightly and go visual the rest of the way.

For a straight in approach to Lynfield I misjudged my descent and I knew I was going to be too high, so I did a decending turn while I was still out of the circuit area and did the usual short field powered approach into Lynfield. But I don't know if there was more sink than usual down through the trees and I didn't detect it or my brain was just too tired and slowed down my reactions, but if it wasn't for Kev fire-walling the throttle I may have bent the undercarage.

I was exhausted!

Well here's hoping I'll be more on top of my game next time, and be able to go home feeling better than I did today.

T/T 19.5 hrs (solo 2.4 hrs)

Day 15 Having some fun in the Tecnam

17th March

Today we did the familarisation session with the Sierra that I thought we were going to do last session. We started off with some stalls, plus some various turns left and right, then set course for Watts Bridge.

On my first landing on "12" at Watts I put it down hard and got a little bounce and a rev from Kev. We were actually on the ground before I expected to be as the Sierra has longer landing gear than the Drifter that I've been flying and this caught me out.

The next two landings were better so Kev said we could head back via Bradfield and do a touch n go short field powered approach on "18" and then home for another short field powered approach.


All in all I had an enjoyable 1.4 dual flight and looking forward to the "nav-ex" next week and seeing more of South east Qld.


T/T 17.6 (solo 2.4)