How I prepare for my flights Part 2 - The Flying Reporter
is john hunt here good good yeah no i was just calling up to ppr probably be more like 11-ish but um what was that oh god thanks for that no uh i shall see you in a bit cheerio bye-bye bye hello i'm keeping this episode of the
reporterdeliberately raw it's the second in a two-
partseries giving you a bit more insight into how i
preparefor and undertake my
partone i talked in a fair bit of detail about the hours and days before i got to the cockpit today i'm going to execute the plan here prop maybe on x magnetos temperatures and pressures radio set so we've got that belt on we need to get this belt on well hello and welcome to
parttwo of the video uh if you haven't seen
partone um head over to that now because that's a detailed look at how i've
prepared for this flight and this is the execution of this flat that flight that we've just
prepared and you can see in
partone so stop now if you haven't seen
partone go back and watch that it'll all make sense then surface wind variable one not visibility one zero kilometers or more overcast two thousand eight hundred feet cloud types not available temperature plus one zero viewpoint plus seven qnh one zero three eight acknowledge receipt of information alpha and qnh on first contact this is retro aerodrome information alpha time zero niner five zero hours automatic runway and use two five runway two five surface condition cones five five high dry dry dry dead red...
he'll tell good morning golf brother mike india victor outbound with alpha q h 1038 victor because of their repetitive nature i usually edit out the pre-flight engine and systems checks but i'm leaving them in today i can break set fuel selector we go to the left tank now and we'll say we're on that 10 25 propeller is full forward throttle to eighteen hundred vacuum ammeter oil pressure or temperature enunciated panel the color plus the switch is on alternators on magnetos are on both t's and p's are all where they should be compass di is 200 it's aligned altimeter was set to three 1.038 nerve aids we're tuned we've got the next frequency in heading autopilot fuel selector on the fullest tank fuel pump is off engine gauges are good alternate air is off seat backs are erect and secure doors are locked make sure that that's full forward flaps we need two trimmers set for takeoff emergency gear extension is up controls full and free it's learning light transponder so we're going to take off runway 2-5 glide is 96 and we're going to go into the circuit and de
parton the downwind leg um yeah as i say 96 it's so it's uh 70 that's 33.25 yeah coffee victor bravo 2 ready for de
parture our godstone not above altitude one thousand four hundred feet victor can we do it when calm clear take off clear take off runway two five go for the victor that's good so we can go straight away approved fun foreign zero three ...
position about the club break some gears up we've got the i mean flaps are up gears up we've got the auto gear extension now enabled and we're just coming up on the godstone off peter he come off okay so we're off on the way watching our altitude gatwick ct see the reservoir over there and we know because we plan this we know that once we pass the reservoir we are clear of the cta and can climb to a slightly more comfortable altitude should we say uh the terrain to my left is quite high uh we're just keeping to the south of that bit of terrain at 1400 feet it would be uh difficult to cross that and maintain uh complying with the rules of the air confidence reservoir changing to south end one three zero decimal seven eight zero coming in a bit throughout the squad security right security goodbye golfing victor so we're gonna make use of the south end listening squawk here and now we can make a turn onto zero one seven and the track is zero two zero so i'm going to start climbing and i go mixture rich i'm gonna go up to 2450 look out for traffic and uh we've got a climb power set now come round to our new heading not above 2300 feet is what we planned okay so that's our track there oh this uh should take us all the way to the qe2 bridge that uh landmark that we picked out as you can see uh even though the visibility is forecast to both observe to be greater than 10 kilometers not great visibility uh you know 10 kilometers is actually not...
as much as you think it would be we're on our track there and uh just feel free to check just check that the gm the compass is aligned with the di three zeros just wanna double check that frequency south end one three zero seven eight zero oh traffic busy spotless people going into bigen hill you see over there they root bar the 7x vrp free to fuel we're fine on the left tank for now radios tuned to south end engine temperatures pressures some of their temperatures fine direction indicator is aligned just starting to make out the qe2 bridge 3. radar so the purpose of today's flight actually is to go and have uh the aircraft surveyed for logos we're gonna put some logos on the airfit on the aircraft the colour scheme and the design doesn't lend itself
particularly well for logos to be fair so we're going to make as best a job as we can of it and see how we go turn the landing light off because we don't want to burn that out so my friend kevin who runs else cone knows somebody that can do that for us um so i'm popping in there don't forget uh to download that pre-flight or pre-pre-flight preparation checklist that we produced with astral aviation consulting um it's free to download and you know it might give you a few reminders of things that you need to do when you go
flyingi don't know but take it or leave it you know we put it out there for you if it's useful it's useful if it isn't well you can win it simple as that...
really but i think there's some useful things in there there's so much that you have to remember to do these days when you go
flyingbut it's easy to overlook something and we can all rely on our memories to say oh i need to do that and i need to do this and i need to do that but um actually it's not it you might sometimes do well to have a checklist that you can follow and tick as you go along i've got myself into quite a routine now but you only need to take a phone call or something whilst you're preparing the airplane and you might end up leaving the pito cover on or something like that you know so the heading that we chose um based upon the sky demon calculations have worked quite well and uh we we've ended up here at uh exactly where we said we wanted to be at the darpa crossing great landmark to spot from quite some distance away and we know if we're on the right hand side of the darpa crossing we're well clear to the london uh cta which is uh just off to the west there so at the dolphin crossing we'll just mark our time here which will be for one really which means we'll be at four nine at chelmsford and five six at earl's cone quit free to check at our turning point here uh di is aligned so uh fuel um we're staying on the left tank until landing radios were tuned to the listening score engine temperatures and pressures are in the green direction indicated we've checked is aligned temperatures pressures no...
warning lights there's no car here i was just about to operate the carpet but there isn't any on this aircraft so i knew heading a zero one nine so not a great uh change to be fair and it's uh 0-2-3 on there a bit clearer up this way let's get in uh else cones frequency while we can one two two four three oh quick look around one two two look around again four three oh and we've got that ready to go in putting runway two four um planning distance on runway 2 4 is about 800 uh 778 meters and for the landing distance we need 610 so we've got a you know just over 160 odd meters but we'll still do a short field approach all being well it's left hand circuit on runway 2-4 at l's cone circuit height is 1000 feet above see above the aerodrome uh the elevation is 220 orbiting 227 probably joined downwind quite honestly from the position we're on to downwind left hand as long as traffic permits so we got the town of chelmsford ahead and we were estimated to be there at 4-9 it's four eight now so we're pretty much on schedule as soon as we turn the chance when i'll get rid of uh south end so even though this is a you know regular route that i do i can't leave anything to chance i have to plan it properly and uh you know check everything at the moment you sort of wing it turn up at the airfield thing right i know where i'm going yeah when you do that you're gonna you're gonna forget something okay so keep to your...
routine whether it's a regular flight routine flight or not so we're here at 4 9 has predicted zero three two is our new heading zero track zeros three six mike just have a quick look around and we're 13 miles we're also going to start slowing down getting the engine uh
prepared for landing just knock a couple of inches off the manifold pressure still okay i think we can go to the right tank now radio's tuned uh we're not spoken to them yet engine temperatures and pressures are all where they should be and altimeter we are waiting for their outings if we're on the south end frequency anyway south end unh give them a call oscar radio good morning gulf brother mike india victor 10 miles to the south west inbound request aerodrome information india victor olf good morning uh runways 2 4 left hand circuit q h 1038 qfe three zero two four left hand circuit q and h one zero three eight and intend to join downwind left hand runway two four golf individually victor roger no reported traffic at this time we're back at 25 inches now and that's not a bad power setting as we
prepareto configure we're cooling the engine down with power on so it won't shock call it and we're looking out for traffic of course looking out for the aerodrome as well one thing i wanted to ask you guys i'm starting to have difficulty with my ears now on descent and it's it's it's been going on for weeks and weeks so i don't know if it's...
like a lingering cold or something i did have a bit of a cold but you know it's been we're talking weeks and weeks and weeks and in the descent my i can't clear my tubes my ear tubes might you just you do you call it eustachian tubes tubes can't clear them and uh yeah and so i get quite a bit of discomfort until i'm after landing i can feel they're not balanced at the moment they're kind of just out i'm you know trying to clear them as best as i can um obviously i've got a shallow descent on i'm not coming down stupidly fast so it should should be manageable fully rich now fuel we're on the tank with the fullest contents perhaps we're going to take uh four flaps for this landing propeller will go for fine thoughtful fine as soon as we need the it in sight now that position downwind now okay there's our circuit height in that descent i usually keep a below maximum gear extension speed so i can use the gear to slow me down and descend quicker if i need to so i use i use my power and my pitch to keep it below 129 knots entering the 80z from the west joining downwind left hand runway two four uh warning we've got the right the left and the nose wheel down we've got three greens we need to pitch up more drag now trim up that's worked out quite well so 25 inches means that with the gear down i'm at the the maximum flap extension speed now vfe so you know perfect really nothing on base we'll go around face leg...
and i'll get two stages of flap out and bring the power back now 20 inches for the time being see how that works come down a bit more so let's come down a bit more let's lose three greens on the hard runway and 72 is our approach speed victor we want 72 hopefully to request you instructor nigel and aerodrome manager kevin have scored my landing for a laugh ah you can't beat a bit of aviation banter so an unusual more stripped back episode this time hopefully it was enjoyable i certainly found the flight pleasurable helped of course by doing most of the hard work on the ground please subscribe to my youtube channel download the free pre-flight checklist and i'll see you next time fly safely my friends