After this week, we have a further two more whole weeks and then a half week before we start our first "new" term at Alton. Yesterday we were given our GCSE results, and amid the butterflies, the fear and aprehension, not only during the exam-period but recieving our brown envelopes, Britain is at a new all-time high with the highest percentage of students acheiving an A-C grade.
To help mentally prepare myself before my results, I would go through each subject and try to realistically predict what I thought I had acheived, looking at the whole course. This encouraged me to feel confident about my results, my only fear being my German grade. I was honestly expecting a D grade, possibly even a C for my German, which, over the past five years I've coped well with and enjoyed in certain areas, but getting the accuracy was always my weak point, whether it was just word-order or German punctuation. However, I was so pleasantly surprised when I looked at the OCR Certificate and saw a letter "B" published by the word "German". Infact, the only disappointments for me were the ICT/Ethics & Philosophy, both which were B's and neither I'm going on to take at Alton but I would have liked an A in atleast one of them. The other dissapointment was Engineering, I was hoping for A*A* and had acheived 294/300 for coursework, but the exam retake was at a B level after a C the first time, and the coursework had been moderated-down by 16 marks for the second unit, which is what probably made the difference between A*A and A*A*...
Hmm I've become side-tracked by GCSE results, when I wanted to talk about Alton... and Ive run out of time... dammit lol
Friday, 28 August 2009
Wednesday, 26 August 2009
P1
Well I'm alive. Soloed at 0830 ~ 23.08.09... Oh yes Rock and Roll =D
P1 at last... *innocent grin*
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Now the rest of that wonderful long flight to the airlines...
P1 at last... *innocent grin*
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Now the rest of that wonderful long flight to the airlines...
Saturday, 22 August 2009
T-minus 10hrs
The countdown is well into the hours now, 10 hours to go and I shall be arriving by the hangar to fly. Conditions are looking likely for 2 assesment flights now, due to met and runway direction.
Scheduled in to fly G-CFMH, with G-DDLC, G-DDRJ and G-DEVJ on standby.
This will be my last post on here before make or break...
...and the break could be a big break.... let's go.
Scheduled in to fly G-CFMH, with G-DDLC, G-DDRJ and G-DEVJ on standby.
This will be my last post on here before make or break...
...and the break could be a big break.... let's go.
Tuesday, 18 August 2009
V
Finally, I only need to be 5 days older, and up I go alone. That is, putting it bluntly, without any snazzy linguistic effects lol
It'll be within a week to exactly 10 years after my first powerless flight, so I thought I'd put in some milestones since then:
28. Aug 1999 ~ First Glider Flight, K21 431 G-DEHO, Aerotow 20 Minutes ~ Flt #001
25. Oct 2006 ~ Began Ab-Initio Pre-Solo Gliding Syllabus ~ Flt #015
31. Jan 2007 ~ First Landing ~ Flt #024
07. Mar 2007 ~ First Takeoff ~ Flt #030
09. Jul 2007 ~ Landed in a field, K13 S G-CFYY, Aertow 25 Minutes ~ Flt #050
17. Oct 2007 ~ First Spin ~ Flt #075
14. Jun 2008 ~ First Mini X/C, K13 H G-DEVJ, Winch 2 Hours 15 Minutes ~ Flt #108
23. Jun 2008 ~ First Flight on Type - Duo Discus ~ Flt #112
12. Nov 2008 ~ First Aerobatic Flight, K21 431 G-DEHO ~ Flt #157
04. Feb 2009 ~ Flying Above 10" Snowfall ~ Flt #173
15. Jul 2009 ~ Flight on PW-6U Demonstrator, PW SP-3751 ~ Flt #218
17. Aug 2009 ~ First Landing in Remote LAS Field - Epic Failure ~ Flt #230
17. Aug 2009 ~ Cleared for Solo Flight ~ Flt #230
There are hundreds of others, for example first C/B, first stalls, first flights on many other types, but those are just a few that I've flown through. Flying in the snow has to be one of the most memorable, the way that all you see is either a beautifully brilliant white or a deepening lush blue is just incredible, and everything is so soft. No wind, no turbulence, and even the landing run is soft through 10" of snow.
As I'm now cleared for solo, my medical passed and filed, the Ab-Initio syllabus complete and declared, all that stand's between me and solo now is an oral exam on Air Law, and a checkflight on the morning of 23. Aug 2009. With no more excercises I need to demostrate that I can fully fly/recover from, I feel right now that I'm about to get into the aircraft alone for the first time.
It's a difficult feeling to explain. It's where you know you're ready and capable of doing something, that in a way you've done so many times before, but you still haven't done it yet. You've been waiting for this for so long, and you've been so unsure for so long about what you'll feel like on the day, that this semi-final pre-solo feeling is strangely unexpected.
It feels like being on the last day of school again... You've had all the lessons, all the memories of the lessons, all the ups and downs along the way (excuse the pun), all the exams, and you're about to step out into the big wide world. Just, this time, that step is something with a little more responsibility than entering the summer holidays.
In addition, I've just realised when I begin the solo, it's infact a long time before my wheels lift up from the earth. As soon as I'm in the winch line, I'm then committed. There's no turning back. When my K13 is in the line, boxed in with another aircraft infront one foot from my nose and another one foot from my rudder, with the bus boxing me in from one side and cables on the other, I'm with that glider and there's no getting away from it until I put it somewhere where I am free. And I'll have to do that on my own, and that's not with an instructor in the back acting as safety pilot. I'm the safety pilot, and the pilot in command at the same time, and it's 101% upto me to get that K13 out of the winch line by myself and put it just to the North, South, East or West where I can get some space from it. Being in this situation is to be honest, scary as hell.
What's running through my mind now is, "OMG, it's really the real deal in five days. 120 hours away. Am I really ready? Can I really do it? All this flying so far, is it enough to cover all the eventualities? Will my mind go blank if something goes wrong, will I have the instinct to react the way I've been taught in the critical moments of the flight? How will the aircraft fly with the different weight distribution? Will I nose-up unexpectedly on the ground run? Will I overspeed, if so will I have the courage to kick in bootfuls of rudder to signal? And what if I do, and the weak link breaks as I've yawed hard over? How messy will it look? And if I get to the top ok and release the cable ok, will I have the courage to let go from the release knob and re-trim the aircraft for level cruise? Will my turns be coordinated? Will I be flying on the fast side? Will I be on the slow side? Will I judge my high-key correctly? Will I turn final approach at 300ft? Will my approach be smooth? Will my speed be all over the place? Will I remeber to put on my approach speed? Will I balloon the landing? Will I land hard? Will I fly-on? Where will I stop rolling? How many beers will I have to buy all in the bar that night?"
As soon as I push down the nose of the glider onto the nosewheel, I'm then in for it. I didn't mention this earlier, but as soon as both feet are in, and I'm sat down in the front, I can't get out. As soon as I'm in, I'm locating my feet on the pedals, and then shuffling around to get the parachute comfortable in the backrest. As soon as I'm comfortable, I'm reach over to get the lap-straps together and buckling them together and tightening them, I bet two-bob I'll be tightening them as much as possible, more than usual. I then reach over the left, and lay the left shoulder strap over my 'chute strap and click it into the buckle. I do the same for the right shoulder strap, and then tighten both as much as possible, again I bet two-bob I'll be tightening them more than usual. Then I'll shuffle about a bit to get comfortable under the straps. Then I'll realise I've got the aircraft strapped to my back, and already it'll be time for the checks. The pre-flight checks will go quicker in theory, as there's no instructor for checks as well. However, I'll probably do each throughly; CBSIFTCBES. C - Controls. Full and free? I'll move them around "the box" and move them around again, check the wingtips for airleron deflection and ask my instructor who will be standing outside the cockpit for the first time if my tail surfaces all look good. I'll visually check rudder deflection on the pedals, for adjustment, and probably check the length-rails for full-length. B - Ballast. For solo flight, is the glider ballasted ok? Am I heavy enough? If not, do I have weights in, and if so, are they nice and secure? I'll double check the attachtment bolts. S - Straps. Straps tight? I'll re-tighten them all and shuffle about a bit more, and place all the adjustment cords clear from the footwell , stick and buckle release. I - Intruments. Any broken glass? Altimeter set to 0000.oo? Vario's looking good? ASI reading what I expect? Audio Vario on? FLARM on? Compass reading roughly the right direction? F - Flaps. Flaps not fitted to a K13, so I can skip this check. T - Trim. Trim lever full and free, for this I'll hold the stick central in my right hand and then reach across to the right with my left and move the lever all the way back and forwards to check for full and free movement, then set it just forward of center for approach, should I have a launch failure. Which I damn well hope not. C - Canopy. This is where I shut myself out from the world. I reach up and bring the canopy down, pull back the white know and then slot it in, locking it down and visually checking the pin is located properly and protruding. I'll then lightly push the white and red levers forward, to double-check it's closed and push up on the frame, to triple check it's down and locked. I'll then probably ask to ensure the rear DV panel is fully closed. B - Brakes. I shall fully open the airbrakes, check left wing top and bottom paddles, and then right wing top and bottom, then half both wings, then fully closed and check they're locked. I'll then double-check they are locked by pushing on the blue lever forwards through the over-centre lock. E - Eventualities. My least favourite part. In the event of a launch failure, what do I do for that particular day, glider and conditions. Firstly, push forward on the stick by the correct amount for the particular stage of launch failure, to the best recovery position suited to the failure height. Then wait for the manouevering speed to build up, usually 55 kts and then make a descision whether to go striaght ahead or not. If possible go straight ahead and open the brakes to the suitable setting should they be required, if not make a turn. Turn conditions depend on the conditions of the day and failure height. S - Sunglasses. Down, over eyes, to look like a glider pilot =). I'll then say something like "Ok, right" and take a breath. I'll ask for the black link, once I have confirmation of a black link I'll say "Cable on please" and the instructor will get down under the glider with the cable, I'll hear the rings hitting the release, then the "Close!" and I'll release the pressure on the yellow knob. I'll then keep my left hand on that knob until I'm above 500ft, but for first solo probably right off the wire. I'll reach across with my right hand, and close my DV panel. The instructor will walk to the non-cable side wing, and lift it up to level my wings. I'll hold the stick in my right hand, and shuffle about to get comfortable once the glider is level. I'll then say something like "Ok, rock and roll". Then I'll wait in complete silence and glance at the ASI to recognise the 50 mark. I may glance across to the launchpoint to look at everyone, then look away to the cable and watch the curve in the cable become a straight line where the slack has been completely taken up. Perhaps I'll be able to hear the "All Out" signal, the faster buzzer from the bus then suddenly as my glider slides the first centimeter forward I'll grip the stick a tad more, my glider shall accelerate and I'll be focussed on keeping the wings level, keeping the aircraft directed at the winch, and forward pressure on the stick to stop the nose rocketting skywards before I'm ready. Then rest of it will be happening to quickly to document here, but hopefully 27 seconds later I shall be completely free, not still on the cable, but just me, the glider and the sky that envelops our only world.
To put it this way, how much solo means, I take off on a couple of wheels from beside my friends and family in a K13 from Lasham, only to touchdown on the tarmac at JFK International, on Manhatten Island on 20 wheels, not solo this time, 560 of us all making it from across the Atlantic Ocean in 7 hours with an extra four jet engines. It's the first takeoff in a long flight, with the same family along the way, the same friends along the way with some new ones boarding, and you never know which ones will make the transition from A to B to family. It's kinda called life, and part of life are dreams. And dreams will always come true if you try to bring them to reality.
And what's that got to do with solo you ask? It was a childhood dream to fly solo at 16, and here I am, 16 days, one oral exam, a checkflight/assesment flight, alot of adrenalin and 120 hours away...
Rock & Roll then... crazy
It'll be within a week to exactly 10 years after my first powerless flight, so I thought I'd put in some milestones since then:
28. Aug 1999 ~ First Glider Flight, K21 431 G-DEHO, Aerotow 20 Minutes ~ Flt #001
25. Oct 2006 ~ Began Ab-Initio Pre-Solo Gliding Syllabus ~ Flt #015
31. Jan 2007 ~ First Landing ~ Flt #024
07. Mar 2007 ~ First Takeoff ~ Flt #030
09. Jul 2007 ~ Landed in a field, K13 S G-CFYY, Aertow 25 Minutes ~ Flt #050
17. Oct 2007 ~ First Spin ~ Flt #075
14. Jun 2008 ~ First Mini X/C, K13 H G-DEVJ, Winch 2 Hours 15 Minutes ~ Flt #108
23. Jun 2008 ~ First Flight on Type - Duo Discus ~ Flt #112
12. Nov 2008 ~ First Aerobatic Flight, K21 431 G-DEHO ~ Flt #157
04. Feb 2009 ~ Flying Above 10" Snowfall ~ Flt #173
15. Jul 2009 ~ Flight on PW-6U Demonstrator, PW SP-3751 ~ Flt #218
17. Aug 2009 ~ First Landing in Remote LAS Field - Epic Failure ~ Flt #230
17. Aug 2009 ~ Cleared for Solo Flight ~ Flt #230
There are hundreds of others, for example first C/B, first stalls, first flights on many other types, but those are just a few that I've flown through. Flying in the snow has to be one of the most memorable, the way that all you see is either a beautifully brilliant white or a deepening lush blue is just incredible, and everything is so soft. No wind, no turbulence, and even the landing run is soft through 10" of snow.
As I'm now cleared for solo, my medical passed and filed, the Ab-Initio syllabus complete and declared, all that stand's between me and solo now is an oral exam on Air Law, and a checkflight on the morning of 23. Aug 2009. With no more excercises I need to demostrate that I can fully fly/recover from, I feel right now that I'm about to get into the aircraft alone for the first time.
It's a difficult feeling to explain. It's where you know you're ready and capable of doing something, that in a way you've done so many times before, but you still haven't done it yet. You've been waiting for this for so long, and you've been so unsure for so long about what you'll feel like on the day, that this semi-final pre-solo feeling is strangely unexpected.
It feels like being on the last day of school again... You've had all the lessons, all the memories of the lessons, all the ups and downs along the way (excuse the pun), all the exams, and you're about to step out into the big wide world. Just, this time, that step is something with a little more responsibility than entering the summer holidays.
In addition, I've just realised when I begin the solo, it's infact a long time before my wheels lift up from the earth. As soon as I'm in the winch line, I'm then committed. There's no turning back. When my K13 is in the line, boxed in with another aircraft infront one foot from my nose and another one foot from my rudder, with the bus boxing me in from one side and cables on the other, I'm with that glider and there's no getting away from it until I put it somewhere where I am free. And I'll have to do that on my own, and that's not with an instructor in the back acting as safety pilot. I'm the safety pilot, and the pilot in command at the same time, and it's 101% upto me to get that K13 out of the winch line by myself and put it just to the North, South, East or West where I can get some space from it. Being in this situation is to be honest, scary as hell.
What's running through my mind now is, "OMG, it's really the real deal in five days. 120 hours away. Am I really ready? Can I really do it? All this flying so far, is it enough to cover all the eventualities? Will my mind go blank if something goes wrong, will I have the instinct to react the way I've been taught in the critical moments of the flight? How will the aircraft fly with the different weight distribution? Will I nose-up unexpectedly on the ground run? Will I overspeed, if so will I have the courage to kick in bootfuls of rudder to signal? And what if I do, and the weak link breaks as I've yawed hard over? How messy will it look? And if I get to the top ok and release the cable ok, will I have the courage to let go from the release knob and re-trim the aircraft for level cruise? Will my turns be coordinated? Will I be flying on the fast side? Will I be on the slow side? Will I judge my high-key correctly? Will I turn final approach at 300ft? Will my approach be smooth? Will my speed be all over the place? Will I remeber to put on my approach speed? Will I balloon the landing? Will I land hard? Will I fly-on? Where will I stop rolling? How many beers will I have to buy all in the bar that night?"
As soon as I push down the nose of the glider onto the nosewheel, I'm then in for it. I didn't mention this earlier, but as soon as both feet are in, and I'm sat down in the front, I can't get out. As soon as I'm in, I'm locating my feet on the pedals, and then shuffling around to get the parachute comfortable in the backrest. As soon as I'm comfortable, I'm reach over to get the lap-straps together and buckling them together and tightening them, I bet two-bob I'll be tightening them as much as possible, more than usual. I then reach over the left, and lay the left shoulder strap over my 'chute strap and click it into the buckle. I do the same for the right shoulder strap, and then tighten both as much as possible, again I bet two-bob I'll be tightening them more than usual. Then I'll shuffle about a bit to get comfortable under the straps. Then I'll realise I've got the aircraft strapped to my back, and already it'll be time for the checks. The pre-flight checks will go quicker in theory, as there's no instructor for checks as well. However, I'll probably do each throughly; CBSIFTCBES. C - Controls. Full and free? I'll move them around "the box" and move them around again, check the wingtips for airleron deflection and ask my instructor who will be standing outside the cockpit for the first time if my tail surfaces all look good. I'll visually check rudder deflection on the pedals, for adjustment, and probably check the length-rails for full-length. B - Ballast. For solo flight, is the glider ballasted ok? Am I heavy enough? If not, do I have weights in, and if so, are they nice and secure? I'll double check the attachtment bolts. S - Straps. Straps tight? I'll re-tighten them all and shuffle about a bit more, and place all the adjustment cords clear from the footwell , stick and buckle release. I - Intruments. Any broken glass? Altimeter set to 0000.oo? Vario's looking good? ASI reading what I expect? Audio Vario on? FLARM on? Compass reading roughly the right direction? F - Flaps. Flaps not fitted to a K13, so I can skip this check. T - Trim. Trim lever full and free, for this I'll hold the stick central in my right hand and then reach across to the right with my left and move the lever all the way back and forwards to check for full and free movement, then set it just forward of center for approach, should I have a launch failure. Which I damn well hope not. C - Canopy. This is where I shut myself out from the world. I reach up and bring the canopy down, pull back the white know and then slot it in, locking it down and visually checking the pin is located properly and protruding. I'll then lightly push the white and red levers forward, to double-check it's closed and push up on the frame, to triple check it's down and locked. I'll then probably ask to ensure the rear DV panel is fully closed. B - Brakes. I shall fully open the airbrakes, check left wing top and bottom paddles, and then right wing top and bottom, then half both wings, then fully closed and check they're locked. I'll then double-check they are locked by pushing on the blue lever forwards through the over-centre lock. E - Eventualities. My least favourite part. In the event of a launch failure, what do I do for that particular day, glider and conditions. Firstly, push forward on the stick by the correct amount for the particular stage of launch failure, to the best recovery position suited to the failure height. Then wait for the manouevering speed to build up, usually 55 kts and then make a descision whether to go striaght ahead or not. If possible go straight ahead and open the brakes to the suitable setting should they be required, if not make a turn. Turn conditions depend on the conditions of the day and failure height. S - Sunglasses. Down, over eyes, to look like a glider pilot =). I'll then say something like "Ok, right" and take a breath. I'll ask for the black link, once I have confirmation of a black link I'll say "Cable on please" and the instructor will get down under the glider with the cable, I'll hear the rings hitting the release, then the "Close!" and I'll release the pressure on the yellow knob. I'll then keep my left hand on that knob until I'm above 500ft, but for first solo probably right off the wire. I'll reach across with my right hand, and close my DV panel. The instructor will walk to the non-cable side wing, and lift it up to level my wings. I'll hold the stick in my right hand, and shuffle about to get comfortable once the glider is level. I'll then say something like "Ok, rock and roll". Then I'll wait in complete silence and glance at the ASI to recognise the 50 mark. I may glance across to the launchpoint to look at everyone, then look away to the cable and watch the curve in the cable become a straight line where the slack has been completely taken up. Perhaps I'll be able to hear the "All Out" signal, the faster buzzer from the bus then suddenly as my glider slides the first centimeter forward I'll grip the stick a tad more, my glider shall accelerate and I'll be focussed on keeping the wings level, keeping the aircraft directed at the winch, and forward pressure on the stick to stop the nose rocketting skywards before I'm ready. Then rest of it will be happening to quickly to document here, but hopefully 27 seconds later I shall be completely free, not still on the cable, but just me, the glider and the sky that envelops our only world.
To put it this way, how much solo means, I take off on a couple of wheels from beside my friends and family in a K13 from Lasham, only to touchdown on the tarmac at JFK International, on Manhatten Island on 20 wheels, not solo this time, 560 of us all making it from across the Atlantic Ocean in 7 hours with an extra four jet engines. It's the first takeoff in a long flight, with the same family along the way, the same friends along the way with some new ones boarding, and you never know which ones will make the transition from A to B to family. It's kinda called life, and part of life are dreams. And dreams will always come true if you try to bring them to reality.
And what's that got to do with solo you ask? It was a childhood dream to fly solo at 16, and here I am, 16 days, one oral exam, a checkflight/assesment flight, alot of adrenalin and 120 hours away...
Rock & Roll then... crazy
Thursday, 13 August 2009
Nationals Standard & Open Class, Regionals 09
Today has been another busy busy day at Lasham, running around the place helping to keep the Comps running as smoothly as possible. This morning, as all mornings I woke up, had a shower and had a little bit of time to myself at home before cycling to the airfield. About 13 minutes after leaving home I've arrived at the airfield, and my first task is to find 570 in the Regionals grid. This is the glider I'm crewing for during the comps, which means assisting the launch and landing, plus hangarage and retrieve. This would be a job on it's own, however it conflicts with my other jobs. Usually I cover about 5 miles on my bike, just cycling around the airfield transporting parts or items before the grid launches.
The Nationals launch first from the tarmac, then the Regionals are launched. Today I agreed to act as launch crew for two other gliders, which, is fine when they're spaced out in the grid, but not inline. This does make it difficult to be in the right place at the right time when things are happening so fast...
I launched Duo JTU, then went back for Duo 570, launched them and then was let of DG 776 as he had re-crewed. The rest of the Regionals were gone in moments, so I cycled back over to the clubhouse to aquire a drink. From then (about 1300) until 1650, I did various other jobs, including getting the Turbo Pickup Truck for traffic control later. At about 1700 the first inbound radioed in calling "Motorway", so the finish line (control, finish and traffic control (me)) sprung into action. I took the Turbo across the runway to block off the southern entrance, which is where I then am positioned until the last glider comes in, usually about 2-2 1/2 hours. This can be a long 2 hours, when all you have to entertain yourself is counting the "clicks" of the hazard lights flashing and watching the clouds.
Soon enough, the finish line closed down, so I opened up the taxiway again and took the Turbo back to the M/t.H.
Had some lovely supper in the clubhouse then cycled home. Now I must go, as I've lost interest in this post lol
The Nationals launch first from the tarmac, then the Regionals are launched. Today I agreed to act as launch crew for two other gliders, which, is fine when they're spaced out in the grid, but not inline. This does make it difficult to be in the right place at the right time when things are happening so fast...
I launched Duo JTU, then went back for Duo 570, launched them and then was let of DG 776 as he had re-crewed. The rest of the Regionals were gone in moments, so I cycled back over to the clubhouse to aquire a drink. From then (about 1300) until 1650, I did various other jobs, including getting the Turbo Pickup Truck for traffic control later. At about 1700 the first inbound radioed in calling "Motorway", so the finish line (control, finish and traffic control (me)) sprung into action. I took the Turbo across the runway to block off the southern entrance, which is where I then am positioned until the last glider comes in, usually about 2-2 1/2 hours. This can be a long 2 hours, when all you have to entertain yourself is counting the "clicks" of the hazard lights flashing and watching the clouds.
Soon enough, the finish line closed down, so I opened up the taxiway again and took the Turbo back to the M/t.H.
Had some lovely supper in the clubhouse then cycled home. Now I must go, as I've lost interest in this post lol
Tuesday, 11 August 2009
My path crosses a biscuit
Well it seems that my life has come to the end of this particular a seemingly blank path, which I've been wombling along for a month or so with no idea really what's ahead. It has been pretty much blank, until about a week ago.
When I was at the airfield, after an evening of flying and a pretty hectic hangar packing session, I dragged myself windblown, cold and hungry through the clubhouse with two parachutes on my back, the metal buckles clattering away as they do, suddenly I felt the weight from the 'chutes disappear, the hunger disappear as did the coldness. Infact I slightly felt warmer, I noticed that I walked past an individual who was looking straight back at me in the eyes. That evening, after leaving to cycle home, I observed from out on the 'field in the pitch dark blackness, looking back into the warm and homely clubhouse that she was looking back out into the darkness where I was parked. It's possible she could see my highlyvi on the front of my bike and blue strobe. I cycled home that night on a high...
I returned to the airfield the next evening to "officially log up some flight times" where she was again. In the past week or so, quite literally every time I've found her, she's looking back into my eyes as I look into hers, trying to figure out exactly what I feel. Our first proper communication today was intriguing, although I know more than I've told anyone, perhaps I should say.
On thing I do know, she's as sweet as a biscuit.
When I was at the airfield, after an evening of flying and a pretty hectic hangar packing session, I dragged myself windblown, cold and hungry through the clubhouse with two parachutes on my back, the metal buckles clattering away as they do, suddenly I felt the weight from the 'chutes disappear, the hunger disappear as did the coldness. Infact I slightly felt warmer, I noticed that I walked past an individual who was looking straight back at me in the eyes. That evening, after leaving to cycle home, I observed from out on the 'field in the pitch dark blackness, looking back into the warm and homely clubhouse that she was looking back out into the darkness where I was parked. It's possible she could see my highlyvi on the front of my bike and blue strobe. I cycled home that night on a high...
I returned to the airfield the next evening to "officially log up some flight times" where she was again. In the past week or so, quite literally every time I've found her, she's looking back into my eyes as I look into hers, trying to figure out exactly what I feel. Our first proper communication today was intriguing, although I know more than I've told anyone, perhaps I should say.
On thing I do know, she's as sweet as a biscuit.
Saturday, 8 August 2009
Chug Chug
I've learnt to drive the John Deere tractor at Lasham, to mow the grass with. Now, I need to memorise the checklists for the JD6230, so I thought I'd do it here, mainly because I don't have any spare paper about or even a semi-non-dried-out pen. -.-
1. Open door and climb up into the cab
2. Put the key into the ignition and turn on the electrics
3. Move the clutch selector to N
4. Move the gearbox selectors to P and N respectively
5. Ensure the blade box knob has been pushed
6. Check there are no warning lights on the display
7. Bring the hand throttle right back to idle
8. Turn the key to start the engine
9. Allow the engine to tick over for a while to warm up
Whilst waiting for this:
10. Close the door
11. Adjust airflow settings on the right hand panel
12. Turn on the rotating beacon
13. Turn on lights as required/desired
14. Adjust windows
15. Ensure mower latch rope is on the cab hook
16. Place gearbox selectors into A-1
17. Lower steering column
18. Press clutch and flick clutch selector to forward/reverse
19. Depress clutch
And that's just to make it move...
1. Open door and climb up into the cab
2. Put the key into the ignition and turn on the electrics
3. Move the clutch selector to N
4. Move the gearbox selectors to P and N respectively
5. Ensure the blade box knob has been pushed
6. Check there are no warning lights on the display
7. Bring the hand throttle right back to idle
8. Turn the key to start the engine
9. Allow the engine to tick over for a while to warm up
Whilst waiting for this:
10. Close the door
11. Adjust airflow settings on the right hand panel
12. Turn on the rotating beacon
13. Turn on lights as required/desired
14. Adjust windows
15. Ensure mower latch rope is on the cab hook
16. Place gearbox selectors into A-1
17. Lower steering column
18. Press clutch and flick clutch selector to forward/reverse
19. Depress clutch
And that's just to make it move...
Monday, 3 August 2009
Nineteen Sunsets
Well, before the beginning of the rest of my life takes off, nineteen sunsets are to set.
This evening I began the final stages of preparation until I glide myself skywards for the first time alone. I've been waiting for this for a decade, and out of 520 weeks, a mere 2 and a bit remain. Whether I'm comfortable, nervous or completely ****ing myself, the 23rd is Point Zero. I'm taking off.
This evening, I flew three launches. The first one took us to 1,100ft, where 5 minutes of flighttime brought us back down. The second launch failed at about 400ft and we touched down straight ahead. The third launch failed at 600ft and the positioning was such that a right-hand mod/circ. brought us back around onto Two-Seven in the centre triangle for a normal landing.
I require one more >500ft CBSA to check off that exercise, and ultra-low-level CBSA demo and <100ft CBSA. Further spinning exercises also. I will update when I have a rough idea about how many launches this will take, but I would about 10. By trend, that would put me soloing on my 235th glider flight. 240th would be realistic though, I expect.
And after? Well, depending on the glider type that I take up alone, it shall determine how many flights I will need before moving on. If I solo on the K13, I shall need a glass-conversion to the K21. This will usually comprise of about 10 solo flights on the 13. If I solo on the 21, I need some solo experience, I believe about 10 solo launches before converting to the single-seater Grob 102. I'll work my way up the gliding ladder until I have a Silver C, when I shall start an NPPL. After the NPPL, which will probably take a couple of years, I'll convert it to a full PPL, most likely transferring to Blackbushe. Then I'll get a CPL, a Multi-Engine rating and hopefully, by then I'll have been through college and starting University. From there, I'll fly a modular frozen ATPL, then depending on the flying academy, I'll be able to convert to either Airbus or Boeing, and join an airline, ready to start my professional flying career.
And it all starts, nineteen sunsets away. Hmmmm, better get on with it then!
~~~
This evening I began the final stages of preparation until I glide myself skywards for the first time alone. I've been waiting for this for a decade, and out of 520 weeks, a mere 2 and a bit remain. Whether I'm comfortable, nervous or completely ****ing myself, the 23rd is Point Zero. I'm taking off.
This evening, I flew three launches. The first one took us to 1,100ft, where 5 minutes of flighttime brought us back down. The second launch failed at about 400ft and we touched down straight ahead. The third launch failed at 600ft and the positioning was such that a right-hand mod/circ. brought us back around onto Two-Seven in the centre triangle for a normal landing.
I require one more >500ft CBSA to check off that exercise, and ultra-low-level CBSA demo and <100ft CBSA. Further spinning exercises also. I will update when I have a rough idea about how many launches this will take, but I would about 10. By trend, that would put me soloing on my 235th glider flight. 240th would be realistic though, I expect.
And after? Well, depending on the glider type that I take up alone, it shall determine how many flights I will need before moving on. If I solo on the K13, I shall need a glass-conversion to the K21. This will usually comprise of about 10 solo flights on the 13. If I solo on the 21, I need some solo experience, I believe about 10 solo launches before converting to the single-seater Grob 102. I'll work my way up the gliding ladder until I have a Silver C, when I shall start an NPPL. After the NPPL, which will probably take a couple of years, I'll convert it to a full PPL, most likely transferring to Blackbushe. Then I'll get a CPL, a Multi-Engine rating and hopefully, by then I'll have been through college and starting University. From there, I'll fly a modular frozen ATPL, then depending on the flying academy, I'll be able to convert to either Airbus or Boeing, and join an airline, ready to start my professional flying career.
And it all starts, nineteen sunsets away. Hmmmm, better get on with it then!
~~~
Thursday, 23 July 2009
Tuesday, 21 July 2009
Human
I did my best to notice
When the call came down the line
Up to the platform of surrender
I was brought but I was kind
And sometimes I get nervous
When I see an open door
Close your eyes, clear your heart
Cut the cord
Are we human or are we dancer?
My sign is vital, my hands are cold
And I'm on my knees looking for the answer
Are we human or are we dancer?
Pay my respects to grace and virtue
Send my condolences to good
Give my regards to soul and romance
They always did the best they could
And so long to devotion
You taught me everything I know
Wave goodbye, wish me well
You've gotta let me go
Are we human or are we dancer?
My sign is vital, my hands are cold
And I'm on my knees looking for the answer
Are we human or are we dancer?
Will your system be alright
When you dream of home tonight?
There is no message we're receiving
Let me know, is your heart still beating?
Are we human or are we dancer?
My sign is vital, my hands are cold
And I'm on my knees looking for the answer
You've gotta let me know
Are we human or are we dancer?
My sign is vital, my hands are cold
And I'm on my knees looking for the answer
Are we human or are we dancer?
Are we human or are we dancer?
Are we human or are we dancer?
xx
When the call came down the line
Up to the platform of surrender
I was brought but I was kind
And sometimes I get nervous
When I see an open door
Close your eyes, clear your heart
Cut the cord
Are we human or are we dancer?
My sign is vital, my hands are cold
And I'm on my knees looking for the answer
Are we human or are we dancer?
Pay my respects to grace and virtue
Send my condolences to good
Give my regards to soul and romance
They always did the best they could
And so long to devotion
You taught me everything I know
Wave goodbye, wish me well
You've gotta let me go
Are we human or are we dancer?
My sign is vital, my hands are cold
And I'm on my knees looking for the answer
Are we human or are we dancer?
Will your system be alright
When you dream of home tonight?
There is no message we're receiving
Let me know, is your heart still beating?
Are we human or are we dancer?
My sign is vital, my hands are cold
And I'm on my knees looking for the answer
You've gotta let me know
Are we human or are we dancer?
My sign is vital, my hands are cold
And I'm on my knees looking for the answer
Are we human or are we dancer?
Are we human or are we dancer?
Are we human or are we dancer?
xx
1216
History only follows a set path once the path was set, it is not destined for a variation or continuation by itself or by the possibilities of the future. Future is the next moment, moment is time from now to now, but it can be as little or large as now to somewhere along to now, but in the past both variations of the moment were the same, in reflect. The path that history follows is the product of what occured as a product of our own doing, mind before matter may change the outcome to an undesired result, the basic neglect of concentration, thought and willpower. When this simple pyschology is understood, the theory may be applied to the present, to make the following moment, now, or now - an eternity of futurist ideas and events - from mind to reality. However, this only applies where mind before matter is duplicated and reflected, as to recognition of an emotion or a path that leads into the direction of an undesired location in the mind and world. The future will run a path, marked as history - this is guranteed as just proven from the start of this sentence. The ability to manipulate the course history took, when it remains in the form of future, comes by recognition, mind, manipulation, past. Observing the direction is not relevant, observing the final displacement vector is not relevant either, as this is now past. Forecasting the final displacement vector allows the possibility of knowingly and intentionally attempting a change, therefore where the vector is forecasted with adequate and possible symptoms recognised, should a deviation be attempted. History only follows a set path once the path was set, it is not destined for a variation or continuation by itself or the possibilities of the future, but us ourselves as human, forecasting and recognising where we run as individuals.
Sunday, 19 July 2009
Never the right thing
There are a mixture of things that I like, which include bicycles/cyling, lighting/illumination styles, safety and creativity. When these are mixed together, you will get the modification of a bicycle to make it 'safer'. By safer, what I mean is, safer to ride along roads where vehicles may not see you, by improving the lighting and overall visibility of the bicycle.
As of now, I have fitted a bottle cage, the pump bracket, two rearward facing 5x LED lights, one forward facing 5x Ultrabright LED headlight, one forward facing 3x LED blue strobe, one forward facing 1x LED lamp, a CATEYE performance computer (giving current speed in either m/ph or k/ph, current time (24hour), time spent in motion (HH-MM-SS), average speed, maximum speed, calories used and overall distance travelled. I usually reset the computer after each day, this resets all of those settings above except the clock and overall distance. Unfortunatley it doesn't like the rain, and sometimes I forget to turn it on, but the overall mileage at the moment is showing just over 250 miles. Official mileage is 250, although actual mileage is about 280 I would guess. Also, I've fitted a plate, front and rear mudguards (mountain bike) for both on-road and off-road, and DayGlo/Reflective yellow stripes to the front forks.
This makes bring more peace-of-mind when in transit from A to B on it, as I know that I'll be seen earlier (hopefully), and this gives more reaction time for the vehicles. In the past I've had vehicles pass on the opposite side of the road, as far over as possible, other times I've had cars trying to pass me when we're going through and island, so there's no saying how close a vehicle might pass you. I just hope what I've got actually helps.
One of the things when cycling which scares me is not knowing what is happening behind me. You can see everything infront, but behind you have to physically look over your shoulder, which can cause you to swerve into the road or verge. I bought a handlebar-mounted convex rearview mirror the other day, which mounts into the end of the handlebars. This is all very good, but it's not a universal system and doesn't fit my particular bicycle, so I still look over my shoulder. Sometimes when vehicles pass me, I don't know they're even there until they start over taking, then I can hear them. This worries me, as a few days ago I wasn't even aware I had an HGV on my tail waiting to turn into the turning that I was going past.
A few days I bought 50 amber 3mm LEDs off eBay for £2.20 inc. P&P. This is exceptional value, and every single LED is going on the bicycle. 30 are going on the rear, 15 each side, 20 on the front, 10 each side. Yep, you guessed it, they're going to act as hazards and indicators. Call me sad, I've heard it before anyway, but I find I don't have enough arms to indicate around a roundabout or junction, use the brakes, change down or up gears (24 of them, 3:8) and actually steer, so I intend to use an indicator system similar to motorcycles which will a) mean that I can use my hands to ride the bicycle, not stick them out into a hedge and b) improve the visibility of the bike, 15 LEDs flashing will be seen sooner than an arm. Also with this arrangement, I shall be able to set them to a hazard mode whilst I cycle very slowly up the side of a long hill. It's all in the name of safety and ergonomics.
Those of you who've read this far, may realise that the indicators can be separated on the front, across the width of the handlebars, but not on the rear. Because of this, I intend to fix a tubular bar across the top of the rear mudguard, which will hopefully give me the width required. Also though, I could really do with another tubular bar across the front, as I'm now limited to space on the handlebars, with gears/brakes each side, headlight, computer plus cables, blue light etc. To be honest, I don't know when I'll be finished modifying my bicycle, I guess when I'm happy that the daytime and nighttime visibility for the front, rear and sides is as good as possible.
Of course, looking around home to try and find a suitable tubular bar, I couldn't find anything even close. Which, in fairness, is typical of looking around trying to find something at home.
~~~~
250 miles on, I've had only one cycling accident, let's hope that with the following additions over the summer, that by 500 miles I won't have had another crash, ey?
As of now, I have fitted a bottle cage, the pump bracket, two rearward facing 5x LED lights, one forward facing 5x Ultrabright LED headlight, one forward facing 3x LED blue strobe, one forward facing 1x LED lamp, a CATEYE performance computer (giving current speed in either m/ph or k/ph, current time (24hour), time spent in motion (HH-MM-SS), average speed, maximum speed, calories used and overall distance travelled. I usually reset the computer after each day, this resets all of those settings above except the clock and overall distance. Unfortunatley it doesn't like the rain, and sometimes I forget to turn it on, but the overall mileage at the moment is showing just over 250 miles. Official mileage is 250, although actual mileage is about 280 I would guess. Also, I've fitted a plate, front and rear mudguards (mountain bike) for both on-road and off-road, and DayGlo/Reflective yellow stripes to the front forks.
This makes bring more peace-of-mind when in transit from A to B on it, as I know that I'll be seen earlier (hopefully), and this gives more reaction time for the vehicles. In the past I've had vehicles pass on the opposite side of the road, as far over as possible, other times I've had cars trying to pass me when we're going through and island, so there's no saying how close a vehicle might pass you. I just hope what I've got actually helps.
One of the things when cycling which scares me is not knowing what is happening behind me. You can see everything infront, but behind you have to physically look over your shoulder, which can cause you to swerve into the road or verge. I bought a handlebar-mounted convex rearview mirror the other day, which mounts into the end of the handlebars. This is all very good, but it's not a universal system and doesn't fit my particular bicycle, so I still look over my shoulder. Sometimes when vehicles pass me, I don't know they're even there until they start over taking, then I can hear them. This worries me, as a few days ago I wasn't even aware I had an HGV on my tail waiting to turn into the turning that I was going past.
A few days I bought 50 amber 3mm LEDs off eBay for £2.20 inc. P&P. This is exceptional value, and every single LED is going on the bicycle. 30 are going on the rear, 15 each side, 20 on the front, 10 each side. Yep, you guessed it, they're going to act as hazards and indicators. Call me sad, I've heard it before anyway, but I find I don't have enough arms to indicate around a roundabout or junction, use the brakes, change down or up gears (24 of them, 3:8) and actually steer, so I intend to use an indicator system similar to motorcycles which will a) mean that I can use my hands to ride the bicycle, not stick them out into a hedge and b) improve the visibility of the bike, 15 LEDs flashing will be seen sooner than an arm. Also with this arrangement, I shall be able to set them to a hazard mode whilst I cycle very slowly up the side of a long hill. It's all in the name of safety and ergonomics.
Those of you who've read this far, may realise that the indicators can be separated on the front, across the width of the handlebars, but not on the rear. Because of this, I intend to fix a tubular bar across the top of the rear mudguard, which will hopefully give me the width required. Also though, I could really do with another tubular bar across the front, as I'm now limited to space on the handlebars, with gears/brakes each side, headlight, computer plus cables, blue light etc. To be honest, I don't know when I'll be finished modifying my bicycle, I guess when I'm happy that the daytime and nighttime visibility for the front, rear and sides is as good as possible.
Of course, looking around home to try and find a suitable tubular bar, I couldn't find anything even close. Which, in fairness, is typical of looking around trying to find something at home.
~~~~
250 miles on, I've had only one cycling accident, let's hope that with the following additions over the summer, that by 500 miles I won't have had another crash, ey?
Friday, 10 July 2009
It's the final countdown... 44
What ho all
The final countdown has begun, or rather, I've started counting again since I lost count, whichever you choose to be more appropriate.
This countdown signifies the 23rd August, the date which, hopefully and weather-permitting, will be the day that I finally take to the skies on my own, as pilot-in-command. I've been waiting for this day for many years, 10 to be precise, so hopefully all will go well.
However, there are a list of things that could go wrong:
1. Weather; low cloud, rain, winds in excess of a certain speed, gusting winds, lightning warnings.
2. Airfield closure; due to an accident
3. Sterilised; the airfield may not be active due to many factors, including temporary airspace for the Queens Flight for example.
4. Human factors; I may be too nervous, thus lack of confidence and concentration, perhaps spurred by an earlier event.
5. Lack of gliders; there may be no gliders available on this day due to good, soarable weather conditions and K13/21s being soared.
6. Cable Break; the winch cables may have suffered a catastrophic break somewhere, resulting in the closure of a winch op.
7. All of these come together, to create officially the worlds largest balls-up in a single day of flying...
But none of that's going to happen, it's all going to be plain sailing.. or plane sailing ;)
Minky Dish Cloth:
Over and out.
The final countdown has begun, or rather, I've started counting again since I lost count, whichever you choose to be more appropriate.
This countdown signifies the 23rd August, the date which, hopefully and weather-permitting, will be the day that I finally take to the skies on my own, as pilot-in-command. I've been waiting for this day for many years, 10 to be precise, so hopefully all will go well.
However, there are a list of things that could go wrong:
1. Weather; low cloud, rain, winds in excess of a certain speed, gusting winds, lightning warnings.
2. Airfield closure; due to an accident
3. Sterilised; the airfield may not be active due to many factors, including temporary airspace for the Queens Flight for example.
4. Human factors; I may be too nervous, thus lack of confidence and concentration, perhaps spurred by an earlier event.
5. Lack of gliders; there may be no gliders available on this day due to good, soarable weather conditions and K13/21s being soared.
6. Cable Break; the winch cables may have suffered a catastrophic break somewhere, resulting in the closure of a winch op.
7. All of these come together, to create officially the worlds largest balls-up in a single day of flying...
But none of that's going to happen, it's all going to be plain sailing.. or plane sailing ;)
Minky Dish Cloth:
Over and out.
Thursday, 9 July 2009
July Oh Nine
What ho all
Someone special has reminded me that I had signed upto this Blogspot account, so I thought that I should write a new blog. Not entirely sure what to write, but most of all at the moment, it's the start of the summer, we're all free, but perhaps the concept of freedom is perhaps more deceptive than we may imagine.
One of the wonders of school life is that you go in on a Monday at 8-30 and come home on a Friday at 2-30. These six hours may be the most boring and pointless six hours when you're actually there, and contemplating the next school week, but in reality, and I only noticed this once I'd left, that the school week is the most rewarding period in your life so far.
Throughout my past 12 years in schools, I've met literally hundreds of great people, many have become good friends, but only a very small few have become very close friends. These people to me pass through my thoughts every day, without fail. If I'm honest, I cannot actually think of a day where I haven't thought about them, whether I'm waking up, having lunch, out somewhere or going to sleep. They're constantly in the back of my mind, probably because they're also in my heart.
I was lucky enough to see these people everyday at school, but now I see them a lot less due to school ending, a this period of "freedom" that we've been blessed with.
So I leave you with this note, yes Every Rose Has It's Thorns, but with a few roses, you simply don't care about the thorns.
Someone special has reminded me that I had signed upto this Blogspot account, so I thought that I should write a new blog. Not entirely sure what to write, but most of all at the moment, it's the start of the summer, we're all free, but perhaps the concept of freedom is perhaps more deceptive than we may imagine.
One of the wonders of school life is that you go in on a Monday at 8-30 and come home on a Friday at 2-30. These six hours may be the most boring and pointless six hours when you're actually there, and contemplating the next school week, but in reality, and I only noticed this once I'd left, that the school week is the most rewarding period in your life so far.
Throughout my past 12 years in schools, I've met literally hundreds of great people, many have become good friends, but only a very small few have become very close friends. These people to me pass through my thoughts every day, without fail. If I'm honest, I cannot actually think of a day where I haven't thought about them, whether I'm waking up, having lunch, out somewhere or going to sleep. They're constantly in the back of my mind, probably because they're also in my heart.
I was lucky enough to see these people everyday at school, but now I see them a lot less due to school ending, a this period of "freedom" that we've been blessed with.
So I leave you with this note, yes Every Rose Has It's Thorns, but with a few roses, you simply don't care about the thorns.
Subscribe to:
Posts (Atom)