I had the opportunity to get a early morning flight in this week I love getting out to the airfield when its still dark.
I asked my instructor if I could get in a day of just working in the pattern.
We had very calm skies- with almost no wind. 11 is the preferential runway so I already had it in my mind’s eye which pattern we would be working.
During my pre-flight I was sure to double check the squak sheet- since last time I missed seeing that the radio was having issues. The squak sheet is a way to communicate to other pilot using an specific aircraft if there are any known issues. When I checked it – I noticed that our write-up had been scratched out. I also noticed on the sign-out log that the club’s mechanic had taken the aircraft for a spin and checked out the radio.
The landings are coming together. I talked my instructor through each step of the pattern. After take-off I climbed to 3500 feet (MSL) which is about 1000’ AGL.
Once our airspeed came in and we set the throttle to cruise- which on the litte C-152 is about 2200 rpm at 90 kts.
As we traveled on the downwind leg I made my radio call announcing to other traffic I where I was at. I also went through my checklist for landing- including making sure seat belts were fastened. I found it interesting that seatbelts are not required for the entire flight.
As I came parallel with the 1000’ hash marks of the runway I turned on the carb heat, pulled the throttle to 1500 rpm (making sure to keep the nose level) put in 10 degrees of flaps, and pitched for 80 kts.
I continued this process from the down wind- to base- to final
I would love to be able to say that each landing was perfect- but at least I had a chance to learn how to fix different landing problems from ballooning to bouncing.
On our 5th landing / touch and go I put the flaps up, turned off the carb heat, and firewalled the throttle
Immediately I noticed there was a problem with the takeoff- when I glanced outside- I noticed the flaps were still down.
Jeff took over the aircraft at this point and we did a low and slow flight in the pattern and landed immediately—then for some reason- the flaps went back up for us
I still had some time to fly before going to work- so we took of again- giving me another shot at landing.
I’m actually thankful for the small problems that have come up in my training. It is teaching me how to handle problems once I get out on my own.
In the end- Jeff thinks that by placing the flaps lever all the way down- and then bringing them back up is what helped to rectify the issue.