The only reason why I keep writing these diary-style entries on this blog is that every time I decide that it is time for me to stop once and for all, I feel sad about not keeping the tradition alive… Not because there would be a huge demand for it from the readers’ side (except for my closest relatives – hi Mom!), but because I have been doing it since 2007, and as such my blog has became a self-curated archive of my most important memories. A bit less in-your-face and more private than my social media “walls”. The last post (except for a few thematic entries) is from June, 2020, so there is quite a lot of ground to cover… (Most pictures from my phone, the pandemic is not motivating me to use my better cameras.)
During the last days of June and the first days of July 2020 we finally left our apartment for a bit longer for the first time since you-know-what started, and stayed a few days in a small house far from everything, just south of the Voerstreek. Unfortunately Clio twisted her ankle on the first day (gardens are dangerous places), so she was a bit limited in mobility (luckily you don’t need to move to read a good book, or watch series in the couch with me – binging multiple seasons of 24), while I managed to do three relatively shorterbikerides around the region, keeping it relatively chill, although thanks to all the bike training over the spring (thank Covid for the flexibility of working from home, and the empty roads), I was in a quite good shape.
I think it is about time that I make another summary post on my PPL flight training (also to prove that this blog is not dead yet). Those who follow me on social media are well aware that I have been flying again since the end of the summer, but it might be still useful for some people to be able to find some information about the training flights here too. By now I have exactly 40 hours in my logbook (including 1h 18 minutes in the DA42 simulator for IFR introduction), and 108 landings (22 of which were done solo). I am getting more and more confident in the air – of course mainly because of the growing amount of flight time, but I am convinced that always re-watching and analysing my trainings plays a significant role too. Learning to fly is very much like learning to drive: at the beginning you need to pay attention to every small detail, and as time goes by, more and more tasks are being automatically handled by the brain – basic flying becomes a reflex -, and you have more time and ability to pay attention to specific details, for example to refine your crosswind landing technique.
The cockpit of the Sonaca 200 really became my happy place, and I am always looking forward to the next trainings. I just need roughly 1.5 hours of extra solo time, and a progress test navigation flight (both are basically formalities at this point), and then I will be allowed on my first solo navigation! With the looming typical bad winter weather it might be difficult to make that solo navigation before Christmas, but it won’t take to much time now. I still have also quite some theory to study, so I have plenty of things to do even if I can’t fly… Here is a list of my flights since my first solo back in 2020:
Flight 16: After a few weeks of no flying (mainly bad weather cancellations), my instructor decided that it was time to make a small jump and instead of continuing with touch and goes, do the first navigation flight. Actually a large part of this training was the pre-flight briefing itself, which included a long presentation about navigation, flight planning, weather, maps, calculations, the flight log, etc. Then we made the plan for the flight together, I got to use the classical analogue flight computer for the first time to calculate wind correction angles and ground speeds, and only after all of this did we go to the plane. It was a pretty straightforward route (literally), we flew almost directly South to the airport of Charleville-Mézières (LFQV), where I made two touch and goes (one normal and one flapless), then we flew back to Charleroi. I had zero issues with the navigation, mainly because 1) I love maps, 2) I have studied the route in advance in Google Maps, 3) I have flown the route in advance in X-Plane 11 with ortho scenery, so I had plenty of opportunities to find good visual references, 4) my instructor handled the radio outside of EBCI CTR so I would only need to concentrate on flying and navigating, and finally 5) the weather was really nice and clear (but quite windy), so it was really easy to find the reference points from far away.
It has been a while since my last update (here) on my PPL training, since fist I could not fly for months because of the lockdown (you know, Covid-19 and everything…), then after two flights in June (just enough to get back in the rhythm) the Sonaca 200 fleet was grounded for inspection, so I could actually only restart intensive flying in August. But since then I have flown once every week, which means 7 flights in the past 7 weeks, most of them pretty long (up to two hours) and intensive (with a lot of exercises, and even a progress test). This culminated in my fist solo flight (of 24 minutes, flying two circuits at Maubeuge, including a touch and go and a full stop landing) this Monday, which is obviously a huge milestone in the training program. Now I have 22 hours and 18 minutes of flight time, and a bit more than 60 landings.
Just before my first solo I also did the online test for the Sonaca 200 (successfully passed with a 96% result – thanks to the test being not too difficult, open book – although with a time limit of 90 minutes for the 90 questions -, and me studying way too much for it), and I finally got my badge to the airport (the GA area) too after a personal security briefing held only for me (since I don’t speak French and they very rarely give the briefing in English – as illustrated by the clear lack of demand for it), so now it will be easier for me to get in and prepare the plane for a flight without having to wait for my instructor to come and get me (which was not very practical when the instructor had a flight before my training, or it was the first flight of the day). Thanks to my videos (which have became a very useful post-flight briefing tool for me), I was asked to give an interview to Sonaca (the manufacturer of our planes) after my first solo, which was of course a nice experience.
Now there will be a few more flights with mostly touch and go training, always including some solo time, then we will start navigational flights! Below I will give a short summary of the past flights, and embed the videos I have made of them.
Flight 7: After three months of no flying due to Covid-19, I was finally back at EBCI (Charleroi) for the next flight of my PPL training. This time I managed to record the radio audio too, so the video is longer than usual (note: since then that became pretty standard…), because I left in parts which are interesting only for the dialogue, and not for the flying – since this is also an important (and interesting) part of the training. I also left parts in where I make mistakes, because this is how you learn during the training. Unfortunately something was not OK with the external power, so the GoPro was using its own battery, and after that ran out of juice the recording died after ~1 hour, so I don’t have footage of the (very good) approach and the (pretty bad) landing back to EBCI… (Actually the issue was that I started recording with the quick capture mode, and using that the GoPro never uses external power. So reminder: always properly turn the camera on, and start recording with the record button.) Besides a general repetition of flying skills, we covered mainly steep turns (45 degree and 60 degree) during this training.
During February and March I had four more flight training sessions at EBCI (Charleroi), bringing up my total flight time to 7 hours and 36 minutes (after 6 flights). (This sounds so little like this, it’s basically the amount of time I have to work on a single day, wow. No offence to my work, but I remember these hours slightly more vividly.) It happens that I flew with all the four different Sonaca 200 planes my flight school has, including the brand new OO-NCD (or for my non aviation inclined readers, this is pronounced as Oscar Oscar November Charlie Delta, which had only 22 hours of air time when I sat in it; unfortunately I can not report the presence of a new-plane-smell anymore). I also flew with three different instructors, which definitely helps in getting feedback from people with slightly different approaches (and yes, I have my favourites already, but in general I am very happy with everyone I have flown with so far).
There is way too much stuff in my flight bag already, so I am not carrying my Fujifilm X-T3 with me anymore (even though I would love to take better pictures here and there, but there is simply not enough space or time for it), but I have installed a GoPro camera in the cockpit for these flights. For Flight 3, I had my old GoPro 4 Silver as a test, to see how useful or interesting having a recording of my training is, but then I bought a new GoPro 8, which – thanks to the amazing image stabilisation features – provides a perfectly vibration-free result (in 4K – I don’t even own a 4K screen, but this is 2020, people). By Flight 6 I also had the tech to record the radio communication too, but I messed up the settings so instead of having the recording of me talking to the air traffic controllers of an international airport or listening to the great comments of my flight instructor, I got one and a half hour of video without sound. Anyway, I think I know where I made the mistake, and it should be all good the next time (whenever it will be – thanks Obama Covid-19!).
I have posted the most interesting parts of the flights online (edited in DaVinci Resolve 16) on my YouTube “Channel”, with timestamps and more detailed comments in the descriptions, so I will not go over everything here, just have a summary of what I learned (click to the videos for more). Flight 3 started with my first unassisted take-off, then we did climbing and descending turns.
During Flight 4 we did high-power low-speed climbing turns and low-power descending turns (to feel the different rudder input necessary for a balanced flight in these situations), then we experienced slow flight (flying at and around the speed associated with minimum drag). I had my first transmissions on the radio (talking to Ground and Tower until the take-off point as a start). [You can compare the quality of the first two videos, amazing how stable the new GoPro is, right?]
Flight 5 was mainly power-off stalls in various flap configurations (first clean, then take-off, and landing). At the end I finally got to make a full approach and landing on my own, it was great. Now I did all the radio communication except for the phase between returning to the CTR (the control zone of Charleroi) and landing.
Flight 6 was the best training so far. We headed over to EBNM (Namur) for my first circuits and touch-and-gos (meaning that a landing is immediately followed by a take-off, without stopping). EBNM has a 690 meter long and 25 m wide asphalt runway, which felt very different to the huge runway at EBCI (2405 m x 45 m), but it was a very good exercise. I did 7 landings and 2 (planned) go-arounds, so 9 circuits (or patterns), before heading back to EBCI where I had my 8th landing of the day. Here and there the wind was a bit gusty, and there was a light, but variable crosswind too, so some approaches were more challenging than others.
I did all the radio communication until the start of the touch-and-gos, but from then on I had enough to do with flying and navigating (so my instructor took over the radio there, until we were back on the ground at EBCI). This is completely normal at this point during the training. It was an extremely rewarding training with a very steep learning curve, and I managed some very good landings in the second half of it. By now I am also familiar with all the visual reference points that lie to the South of the runway (since we have never went to the North so far). It was also the most tiring flight of my training so far, not only because it was very long (almost two hours), but also because it was very active, there was barely any straight and level flying, there was always something to do. I loved it. (On a side note, EBNM was the first airport I modelled in detail for X-Plane 11, so it was great to finally visit it in real life too!)
Unfortunately Covid-19 screwed up everything, so no flying in the foreseeable future :( Normally I would have had my security briefing at Charleroi today to get a badge to the airport, and I had training flights booked for every week until the first Sunday of April… Time to proceed with studying the theory and flying in the simulator I guess.
Last month I had the first two flights of my PPL training at Charleroi (EBCI). I was supposed to have a third one too, but that was unfortunately cancelled due to Belgium being under a think layer of fog for almost a week… Currently I have three more flights booked for February, but of course winter weather can often be unsuitable for VFR (flying by visual flight rules), so having just two of these go through would probably be a big success already. I hope during the summer it will be easier to book lessons (with longer days, better instructor availability, and better weather chances).
Before the first flight I still had to buy some basic equipment, such as a headset, checklists, a VFR map of Belgium, and a kneeboard (and later I still got a nicer headset case, a fuel tester, a plotter, an E6-B flight computer, and a Leatherman multitool to complete my flight bag). And of course as a data-geek I also got a flight-planner/tracker app for my iPhone (SkyDemon) so I have a log of all my future flights at the same place.
Even though the first flight itself was more of a familiarisation flight (procedures, checklists, all the pre-flight paperwork, primary and secondary effects of the controls, important visual navigation points around Charleroi, straight and level flight, use of the trim), I went very well prepared (I studied all the relevant theory modules), so we did some basic manoeuvres too (a few turns, nothing special), and I had no problem maintaining course and altitude. Of course the landing, take-off, and radio communication was done by my instructor, as a demonstration.
I fly a Sonaca 200, a low-wing cantilever monoplane made from aluminium alloy (in Belgium). It has an enclosed cabin with two side-by-side seats, it is powered by a 115 hp Rotax 914 engine (a turbo-charged, four-stroke, four-cylinder, horizontally opposed aircraft engine with air-cooled cylinders and water-cooled cylinder heads), and has a fixed tricycle landing gear. It has a propeller made out of three composite blades and a cruise speed of 213 km/h. Air Academy New CAG has currently three of them (with one more coming soon), OO-NCA, OO-NCB, and OO-NCC. They have an analogue instrument panel except for the digital engine monitoring system (EMS) display. All in all a very basic, but reliable, safe, and comfortable general aviation (training) plane.
After the first flight I have made a Google Sheet for the weight and balance calculations, so I just need to pick the aircraft, fill in the fuel, passenger and luggage weights, and I get all the values (plus load limit checks) that need to be filled into the pre-flight documents. (In the example below input fields are marked with a blue background, there is a red warning that the take-off mass and moment combination would be outside of the safety limits – in this case the centre of gravity would be just a bit too forward and moving the luggage to the rear bag area would solve the issue -, and a green confirmation that the baggage is within the limits.) Nice and convenient. I also added each aircraft to the database of SkyDemon, with not only weight and balance, but proper flight performance data too, so I could also use that for the weight and balance calculations and flight planning in the future (when we get to the point of cross-country and navigation flights).
The second flight (see log on the map below) was much more proactive, I did the full pre-flight checklist (including external checks), taxiing (movement on the ground), and even the take-off by myself. Then I did again some straight and level flying out of the control zone, followed by climbing and descending (attitude-power-trim and power-attitude-trim procedure) sandwiched between various turn exercises. The landing was still 50% demonstration, but my instructor said that next time I would have full control, since I am doing so well :)
I wanted to install a GoPro for the third flight, but winter got in the way, so this will have to wait, but soon I will give some insight to the cockpit too. Looking forward to my next flights!
