Pre-Solo Nervousness?
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Pre-Solo Nervousness?
Hello everyone!
I'm currently earning my PPL at a school in Alberta as part of the commercial pilot program. I'm at the point where I'm suppose to solo, my solo flight is scheduled for 11 tomorrow. The problem is I was suppose to solo last Wednesday but I failed my check ride and had to do extra practice.
My circuits are great, my approaches are great, the problem was I would round out too high, flare to fast or release my flare too soon and end up landing hard. My flights before were fine, I don't know if it was just nervousness or maybe it would be since weather had delayed my solo for weeks, because I had already flown 2 hours that day or since the weather was 20 degrees warmer than most of my other lessons.
The problem is now I'm a lot more nervous. I'm terrified I'll fail my check ride again. I did 3 more hours of practice and my instructor thinks I'm ready but my landings are still a bit rough, I always seem to mess something up. But I know what to do, I have a 4.0GPA in my classes, I can answer and questions my instructors ask me no problem, I can describe when to round out and flare but I can't seem to do it. All of the guys in my class (I'm the only girl) did their solos with a lot less practice lessons, they are always way more confident than me.
Do you guys have an advice for getting over my nervousness and successfully soloing tomorrow?
I'm currently earning my PPL at a school in Alberta as part of the commercial pilot program. I'm at the point where I'm suppose to solo, my solo flight is scheduled for 11 tomorrow. The problem is I was suppose to solo last Wednesday but I failed my check ride and had to do extra practice.
My circuits are great, my approaches are great, the problem was I would round out too high, flare to fast or release my flare too soon and end up landing hard. My flights before were fine, I don't know if it was just nervousness or maybe it would be since weather had delayed my solo for weeks, because I had already flown 2 hours that day or since the weather was 20 degrees warmer than most of my other lessons.
The problem is now I'm a lot more nervous. I'm terrified I'll fail my check ride again. I did 3 more hours of practice and my instructor thinks I'm ready but my landings are still a bit rough, I always seem to mess something up. But I know what to do, I have a 4.0GPA in my classes, I can answer and questions my instructors ask me no problem, I can describe when to round out and flare but I can't seem to do it. All of the guys in my class (I'm the only girl) did their solos with a lot less practice lessons, they are always way more confident than me.
Do you guys have an advice for getting over my nervousness and successfully soloing tomorrow?
- Chaxterium
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Re: Pre-Solo Nervousness?
I may be confused. What possible check ride could you be doing before your first solo? Do you mean something like a Progress Review?
Anyway, you have to do your best to forget about your failed check ride. Take what you can from it, learn from it, but then let it go. I failed a check ride years ago. I learned more from that experience than from all the check rides I've passed, combined. It was a huge hit to my ego and confidence, but I know that I am a better pilot now because of that experience.
As far as landing, it is very much a "feel" thing. I remember when I went through my initial training I'd have a couple weeks where every landing was almost perfect, but then I'd go through some weeks where I felt like I would never be able to land a plane. It comes and goes. I've been flying transport category planes for 7 years now and it still happens.
Just remember that you will improve. You're still in the infancy of learning to fly. Right now every item you have to learn seems like a gigantic task but eventually it will all become as normal as breathing.
I hope this has helped in some way. Best of luck with your first solo.
Anyway, you have to do your best to forget about your failed check ride. Take what you can from it, learn from it, but then let it go. I failed a check ride years ago. I learned more from that experience than from all the check rides I've passed, combined. It was a huge hit to my ego and confidence, but I know that I am a better pilot now because of that experience.
As far as landing, it is very much a "feel" thing. I remember when I went through my initial training I'd have a couple weeks where every landing was almost perfect, but then I'd go through some weeks where I felt like I would never be able to land a plane. It comes and goes. I've been flying transport category planes for 7 years now and it still happens.
Just remember that you will improve. You're still in the infancy of learning to fly. Right now every item you have to learn seems like a gigantic task but eventually it will all become as normal as breathing.
I hope this has helped in some way. Best of luck with your first solo.
Re: Pre-Solo Nervousness?
What I mean by check ride is we have to do 3 perfect circuits with the CFI before we solo.
Thank you for the encouragement. I can see my past failure as a learning experience, but I still really hope it doesn't happen again. I can't wait to get to the point where it's all as normal as breathing, I think that would make my flights a lot less stressful and more enjoyable.
Thanks for your encouragement!
Thank you for the encouragement. I can see my past failure as a learning experience, but I still really hope it doesn't happen again. I can't wait to get to the point where it's all as normal as breathing, I think that would make my flights a lot less stressful and more enjoyable.
Thanks for your encouragement!
- HiFlyChick
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Re: Pre-Solo Nervousness?
Dear K,
Try not to get too nervous tomorrow - it kind of sounds like you might be putting too much pressure on yourself and sabotaging your own confidence. I find it interesting that you mentioned that you're the only woman in your class and that the men seemed to have more confidence. I too found that I seemed to not have the self-confidence that for the guys came so easily. I'm not sure if it's nature or nurture, but I would venture to say that there are a lot more timid women than timid men.
So here's what I want you to do tomorrow - take a few minutes just before your flight and find a quiet place to be alone. Then I want you to think about the fact that if your instructor is even suggesting that you do your pre-solo check he must think that you are capable of flying that aircraft without his help. Trust your instructor! Then I want you to say to yourself "I am a good pilot - I can fly the aircraft safely on my own". And don't just say it once, say it several times.
After that, when you are flying on your own, if you don't like your approach, just remember that you are a good and safe pilot, and that good and safe pilots know when to come around and try it again. You don't need to get it perfect every time, just be safe and make good decisions.
That applies to those 3 "perfect circuits" you mentioned, too. Your instructor isn't actually isn't looking for perfection, he's looking for competency and good decision making. Even if it takes you longer to solo, you'll get there in the end!
Try not to get too nervous tomorrow - it kind of sounds like you might be putting too much pressure on yourself and sabotaging your own confidence. I find it interesting that you mentioned that you're the only woman in your class and that the men seemed to have more confidence. I too found that I seemed to not have the self-confidence that for the guys came so easily. I'm not sure if it's nature or nurture, but I would venture to say that there are a lot more timid women than timid men.
So here's what I want you to do tomorrow - take a few minutes just before your flight and find a quiet place to be alone. Then I want you to think about the fact that if your instructor is even suggesting that you do your pre-solo check he must think that you are capable of flying that aircraft without his help. Trust your instructor! Then I want you to say to yourself "I am a good pilot - I can fly the aircraft safely on my own". And don't just say it once, say it several times.
After that, when you are flying on your own, if you don't like your approach, just remember that you are a good and safe pilot, and that good and safe pilots know when to come around and try it again. You don't need to get it perfect every time, just be safe and make good decisions.
That applies to those 3 "perfect circuits" you mentioned, too. Your instructor isn't actually isn't looking for perfection, he's looking for competency and good decision making. Even if it takes you longer to solo, you'll get there in the end!
Re: Pre-Solo Nervousness?
And this is why it is a good idea for instructors to not tell students in advance that they will be soloing.
Let them know they are getting close - besides students know that when circuit training starts, the next step is solo. Go out with the intention of doing more dual circuits, and when it is clear everything is going well, give them the speech, and off they go.
Let them know they are getting close - besides students know that when circuit training starts, the next step is solo. Go out with the intention of doing more dual circuits, and when it is clear everything is going well, give them the speech, and off they go.
- HiFlyChick
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Re: Pre-Solo Nervousness?
Too true, 7ECA. When I was close to solo, the paperwork on my medical was slow in coming, so the doc phoned and asked if I wanted it faxed. I knew that I couldn't solo without it, so I told him there was no rush (I was terrified at the thought of soloing!) My instructor overheard and had the doc fax it to him on the sly. Then after a few circuits (during which I was relatively relaxed because I knew I was "safe" from being sent solo), my instructor told me to stop the aircraft and proceeded to get out. I told him, "You can't send me solo, I don't have the paperwork from my medical back yet..." (somewhat smugly I must admit). "There ya go..." he replied and tossed it on the seat next to me, I think he also said something encouraging at that time, but I don't recall the exact words because I was distracted by my pounding heart. As I lifted into the air on that first solo circuit I hollered at the top of my lungs, "There is no one in this aircraft but me!!!"7ECA wrote:And this is why it is a good idea for instructors to not tell students in advance that they will be soloing.
Let them know they are getting close - besides students know that when circuit training starts, the next step is solo. Go out with the intention of doing more dual circuits, and when it is clear everything is going well, give them the speech, and off they go.
Good times
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Re: Pre-Solo Nervousness?
I think having the big boss come with you to solo you instead of being cut lose by your own "regular" instructor is not helping you out.
As for your landings themselves, the first question I would ask someone having difficulty landing is where are you looking when you start pulling back during the flare. The correct answer should be as far down the runway as I(you) can, possibly the end of the runway. Another thing to do is the first time you line up on the runway, take a good look at what the runway looks like if you look far down towards the end of the runway. The landing should look the same, albeit the aircraft should look like it is 1-3 feet off the ground.
As for your landings themselves, the first question I would ask someone having difficulty landing is where are you looking when you start pulling back during the flare. The correct answer should be as far down the runway as I(you) can, possibly the end of the runway. Another thing to do is the first time you line up on the runway, take a good look at what the runway looks like if you look far down towards the end of the runway. The landing should look the same, albeit the aircraft should look like it is 1-3 feet off the ground.
Re: Pre-Solo Nervousness?
ill let you in on little secret that pilots dont want other people to know.
Its not really all that hard.
shh dont tell anybody though..
Its not really all that hard.
shh dont tell anybody though..
- cdnpilot77
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Re: Pre-Solo Nervousness?
First of all I will say that pilots can be me of the most confident (arrogant) individuals you will come across. Don't worry about what they are doing, focus instead on yourself and what you can do to improve each lesson.
The fact is, they may solo faster than you, but everyone has their weak points. Theirs will be exposed at some point along the way, no one is perfect. Chances are, they will be looking at you with the same envy when they are having a tough time wrapping their head around a particular lesson and you make it look easy.
Study hard, keep your concentration tight when it's your turn to go and be confident....they wouldn't even be talking solo if they didn't think you could do it.
Best of luck and let us know how it is. Remember every single pilot on these boards had their first solo once and had the same nervousness and anxiety, just not all will admit it. What they all will admit though, is the first time taking off with no one sitting beside you is a day you will remember for the rest of your life. So, before you taxi away from the instructor take a minute, look into that empty seat realize that what you are embarking on is something a relative small amount of people get to do in their lives. Savour the moment and focus on doing just as your instructor has taught you. Perfection is not the expectation, competence and confidence are!
The fact is, they may solo faster than you, but everyone has their weak points. Theirs will be exposed at some point along the way, no one is perfect. Chances are, they will be looking at you with the same envy when they are having a tough time wrapping their head around a particular lesson and you make it look easy.
Study hard, keep your concentration tight when it's your turn to go and be confident....they wouldn't even be talking solo if they didn't think you could do it.
Best of luck and let us know how it is. Remember every single pilot on these boards had their first solo once and had the same nervousness and anxiety, just not all will admit it. What they all will admit though, is the first time taking off with no one sitting beside you is a day you will remember for the rest of your life. So, before you taxi away from the instructor take a minute, look into that empty seat realize that what you are embarking on is something a relative small amount of people get to do in their lives. Savour the moment and focus on doing just as your instructor has taught you. Perfection is not the expectation, competence and confidence are!
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Re: Pre-Solo Nervousness?
Of all the advice on making good landings the advice of looking as far down the runway as possible is one of the reasons people have problems with the flare and landings.
Just think of it as the further away you are looking the shallower the angle is, therefore judging wheel height above the runway gets harder the further ahead you look.
Accurate flair height and hold off height for landing is having an accurate height picture.
Just think of it as the further away you are looking the shallower the angle is, therefore judging wheel height above the runway gets harder the further ahead you look.
Accurate flair height and hold off height for landing is having an accurate height picture.
The most difficult thing about flying is knowing when to say no.
After over a half a century of flying I can not remember even one trip that I refused to do that resulted in someone getting killed because of my decision not to fly.
After over a half a century of flying I can not remember even one trip that I refused to do that resulted in someone getting killed because of my decision not to fly.
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Re: Pre-Solo Nervousness?
On the topic of nervousness, I think HiFlyChick has it right (and it's certainly worked for me for my solo) - find the time and the place to breathe, concentrate, and relax. Then, once you've done that, get signed off for your flight, and use your training to fly the plane!
Also, K, don't worry about "failing" the supervisor check ride. It's there for a reason - to make sure that there are no big problems, and, if there are, to identify them through another set of eyes. I failed my initial "check ride" because the supervisor saw something my instructor didn't. I learned from it, used it to improve, and successfully soloed a few days later.
While I wouldn't necessarily disagree, I would say it's something of a judgement call. Some students would actually be relieved and overjoyed, while others may find the surprise... "unwelcome".7ECA wrote:And this is why it is a good idea for instructors to not tell students in advance that they will be soloing.
Also, K, don't worry about "failing" the supervisor check ride. It's there for a reason - to make sure that there are no big problems, and, if there are, to identify them through another set of eyes. I failed my initial "check ride" because the supervisor saw something my instructor didn't. I learned from it, used it to improve, and successfully soloed a few days later.
If at first you don't succeed, maybe NDB approaches just aren't for you
Re: Pre-Solo Nervousness?
It might be too late now but, if you haven't left yet for your flight, relax. My initial solo was put off too when I was struggling with a windier than usual day. It got done the next time and probably went smoother for the extra practice. I'll tell you another little secret ... most of the guys get nervous too, they're just more often expected to hide it, sometimes even from themselves.
Good Luck, and Have Fun!!
Good Luck, and Have Fun!!

Re: Pre-Solo Nervousness?
Wow, I'm blown away by the amount of posts and all the support you all have given me here!
I really appreciate the tips and HiFlyChick I must admit your story is pretty funny! I also took your advice and spent some time alone before my flight and reminded myself that there's no reason I couldn't do it, my instructor had confidence in me and I had done plenty of practice. Yesterday I was also able to find a nice video on roundouts/flares which I watched a few times.
I agree that it's probably better to have a "surprise solo" since this really had me nervous all weekend, especially since I had to fly with the CFI, who I hardly know.
I woke up early today and did everything possible to prepare, and I'm very glad to say I successfully completed my solo!
The wind was really gusty, and there was a slight crosswind, so my first circuit was a little difficult, as a matter of fact the guy who was going to solo after me wasn't allowed to because of the wind. My next 3 circuits with the CFI went well though, the CFI said my landings were beautiful, except the last one where I flared a tad too early, but he still let me solo.
I double checked everything, took my time getting off the ground and by the time I was flying I wasn't even nervous. The circuit seemed to go by in no time and my landing was pretty good, quite a few people told me it was a great landing.
In true style when I was getting out of the airplane I tripped over my headset cord and fell out of the airplane, other than that everything went pretty well!
Thanks again for all your support! I'll have to check out the rest of these forums because this is the kind of community I'd like to be a part of.
I really appreciate the tips and HiFlyChick I must admit your story is pretty funny! I also took your advice and spent some time alone before my flight and reminded myself that there's no reason I couldn't do it, my instructor had confidence in me and I had done plenty of practice. Yesterday I was also able to find a nice video on roundouts/flares which I watched a few times.
I agree that it's probably better to have a "surprise solo" since this really had me nervous all weekend, especially since I had to fly with the CFI, who I hardly know.
I woke up early today and did everything possible to prepare, and I'm very glad to say I successfully completed my solo!
The wind was really gusty, and there was a slight crosswind, so my first circuit was a little difficult, as a matter of fact the guy who was going to solo after me wasn't allowed to because of the wind. My next 3 circuits with the CFI went well though, the CFI said my landings were beautiful, except the last one where I flared a tad too early, but he still let me solo.
I double checked everything, took my time getting off the ground and by the time I was flying I wasn't even nervous. The circuit seemed to go by in no time and my landing was pretty good, quite a few people told me it was a great landing.
In true style when I was getting out of the airplane I tripped over my headset cord and fell out of the airplane, other than that everything went pretty well!
Thanks again for all your support! I'll have to check out the rest of these forums because this is the kind of community I'd like to be a part of.
Last edited by KDewald on Mon Mar 30, 2015 4:03 pm, edited 1 time in total.
Re: Pre-Solo Nervousness?
Well Done. Just the first of many "first solos" in the world of aviation.
Re: Pre-Solo Nervousness?
Congrats! It was only 4-5 months ago for my first solo. What a blast - wasn't even nervous till the wheels hit the ground. Just have my cross country and pre-test to go.
"Carelessness and overconfidence are more dangerous than deliberately accepted risk." -Wilbur Wright
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Re: Pre-Solo Nervousness?
I woke up early today and did everything possible to prepare, and I'm very glad to say I successfully completed my solo!




It is something you will never forget.
I did mine in August of 1953 and can remember it like it was yesterday.
The most difficult thing about flying is knowing when to say no.
After over a half a century of flying I can not remember even one trip that I refused to do that resulted in someone getting killed because of my decision not to fly.
After over a half a century of flying I can not remember even one trip that I refused to do that resulted in someone getting killed because of my decision not to fly.
- cdnpilot77
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Re: Pre-Solo Nervousness?
KDewald wrote: I'll have to check out the rest of these forums because this is the kind of community I'd like to be a part of.
I humbly suggest you don't do that if you wish to continue thinking that way of your fellow aviators....stay happy, congrats!!
- darkskyequeen
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Re: Pre-Solo Nervousness?
A huge CONGRATS to you on your solo!! I love your story and I totally relate to all your feelings presolo. Im nearing my solo and my instructor won't tell me when it will happen. Either way, my heart leaps out of my chest every time I think about it possibly happening at any time. Like you my approaches and circuits are good but the round outs need help. I do it a little too high every now and then, lose energy and come down with a big thud
It's random. I'm interested in seeing the video that helped you out. Can you please share it?
Also that was such great advice from HiFlyChick and funny story to go along with it! I'll remember that
Best of luck in the rest of your flying. Nice to come across other women flyers.

Also that was such great advice from HiFlyChick and funny story to go along with it! I'll remember that

Best of luck in the rest of your flying. Nice to come across other women flyers.
Re: Pre-Solo Nervousness?
To be honest I'm not sure you'll learn much about flaring from a video. It's really something you just need to practice. Eventually you'll just find that you land perfectly virtually every time without even thinking about it.
If you're having trouble, try adjusting where you are looking. I find that looking a few hundred ft ahead works best for me. Some people look at the end of the runway, while others look at the horizon. Some research shows that looking at the horizon results in better flares, while other research shows that if you look at the horizon you might not flare at all. I'm not sure if there is really an optimal place to look, so just find what works best for you.
If you're having trouble, try adjusting where you are looking. I find that looking a few hundred ft ahead works best for me. Some people look at the end of the runway, while others look at the horizon. Some research shows that looking at the horizon results in better flares, while other research shows that if you look at the horizon you might not flare at all. I'm not sure if there is really an optimal place to look, so just find what works best for you.
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Re: Pre-Solo Nervousness?
With a safety pilot try this.
From a steep descent from one hundred feet maintain the steep descent until the start of the flare and flare so as to be parallel with the runway at two feet in one smooth movement....
...and do this looking at the far end of the runway.
Let me know how it goes after a few attempts.
From a steep descent from one hundred feet maintain the steep descent until the start of the flare and flare so as to be parallel with the runway at two feet in one smooth movement....
...and do this looking at the far end of the runway.
Let me know how it goes after a few attempts.
The most difficult thing about flying is knowing when to say no.
After over a half a century of flying I can not remember even one trip that I refused to do that resulted in someone getting killed because of my decision not to fly.
After over a half a century of flying I can not remember even one trip that I refused to do that resulted in someone getting killed because of my decision not to fly.
Re: Pre-Solo Nervousness?
Congrats! I was in a similar situation, took a while to get cleared to solo, but still remember that flight as if it was yesterday. also reminds me somewhat of my Daughter's solo late summer - where she completed it then for some reason pulled the mixture on the taxiway.....
Re: Pre-Solo Nervousness?
Congrats K and hope you keep flying.
I was frustrated with landings for a while but my instructor basically said it really just takes practice.
As for flare height over the runway I only really got the hang of it (Barely) by doing glances out the side of the cockpit to basically see how high I was. Your results may vary depending on the type (model) of your training craft. At first there was also some "fear of the ground" that led me to flare high.
I was frustrated with landings for a while but my instructor basically said it really just takes practice.
As for flare height over the runway I only really got the hang of it (Barely) by doing glances out the side of the cockpit to basically see how high I was. Your results may vary depending on the type (model) of your training craft. At first there was also some "fear of the ground" that led me to flare high.
Low time PPL
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Re: Pre-Solo Nervousness?
KD: Bravo Zulu on the solo. Rest assured that you're not the only one who's ever had trouble soloing. I wrote the following for a local club newsletter - a bit tongue-in-cheek to be sure - but it does illustrate that not everyone sails through their training without a spot of turbulence here and there. I've been flying since the dates mentioned and am still enjoying breaking the "surly bonds" whenever I can. Have fun.
GOING SOLO
Getting airborne in an aircraft all by one’s self for the first time is an exhilarating and memorable occasion for most pilots. Depending on the training environment in which the event takes place, it can mean losing a tie, getting doused with water, or submitting to a variety of other means used to mark this important rite of passage. Going solo is much more than a first kiss, a first pair of long pants, or getting your driver’s licence. It is right up there with becoming a parent or knowing you’re on the ‘fast track’ to promotion. It’s an emotional happening that you can only experience once regardless of the number of aircraft that you subsequently command. As the famed French philosopher, Jacques Hirondelle, once said: “Les amateurs peuvent venir ou aller, mais seulement de vol en solo se passe une fois.
My brother Steve and I were contemplating the veracity of the above philosophical statement when he informed me that he had soloed in just over three hours in New Zealand. Now, this is quite unusual as the norm is more in the range of five to seven hours and my brother has been known to become a bit loose with the truth after using up the top third of a bottle of 12-year old Appleton Estate rum. However, it started me thinking about my own tortured path to that exalted state. My road had started with the simple act performed by hundreds of other prairie boys before me with the completion and mailing of an advertisement from the local paper: “Send me information about joining the RCAF”.
After passing the mandatory physical examinations in Calgary, a subsequent selection process in Crumlin, and twelve weeks of ground training in Centralia, it was time to take to the air. It should be noted at this point that, like many back in the fifties, I had never flown in an aircraft. My only periods off the earth were experienced on top of my Uncle Henry’s retired horse, Mary, and my landings from her back were not always at a time of my choosing. But I am ahead of myself.
My first trip in the air force trainer of the period, the Chipmunk, was a revelation. As I subsequently wrote home to my mother that evening, “I had my first trip today. It was easy. I think I am a natural pilot”. It wasn’t until later that I found out that following through on the controls whilst listening to an explanation of their effects can’t really be called flying. That trip culminated in the instructor demonstrating a landing with me “following through”. It was the best landing I would accomplish for several more hours.
Now, I shouldn’t leave the impression that I couldn’t control the aircraft. By trip three, I could point the aircraft down the runway during the takeoff roll and generally manage to keep the nose aimed in the proper direction, even when the tail was elevated to the horizontal position. (For those in the know, the propeller acts like a gyroscope and raising the tail on a conventional-geared aircraft results in the aircraft trying to run off the runway regardless of what is done to the steering wheel. To further complicate things, the designer of the Chipmunk had decided to install the engine upside-down, a procedure that somehow made the propeller run backwards when compared to North American aircraft. This had the effect of making the aircraft zig when you were expecting a zag. Although the reaction is product of simple physics, by the time one had processed the necessary formulae required to counter the excursion, the aircraft was usually well on its way to clearing a path through the sagebrush and quack grass.) In concert with the successful trundle down the runway, the post takeoff, climb, climbing turns, slow flight, and even stalls were handled with reasonable proficiency and dispatch. The return to the circuit – overhead, downwind, and base – were all executed with adequate control of power, altitude, and airspeed and all in their proper places. Which brings me to an aviation mantra that states: “A good landing starts with a good approach”. That is just plain twaddle! I had some of the best approaches going but the end result usually involved my instructor having to intercede to protect a vital part of his anatomy. So, what was the problem?
Most final approaches continue towards the runway at a rather constant angle of descent and airspeed to a position short of landing area. Wind dependant, this location represents the point of a power reduction and an initial increase in angle of attack that trades airspeed for altitude; the aim being to touch down at the intended landing point with zero sink rate at an airspeed just above the stall. Generally, this is a simple manoeuvre using information acquired from visual cues and the proprioceptive receptors (which is a fancy way of saying you judge and adjust your sink rate using information from your tummy organs and Mark One Eyeballs). Or so the theory goes. I just know that my instructor would go on and on about “sink”, until one afternoon, after several minutes of expanding on this subject whilst waiting for our turn to get airborne again, my instructor stopped and said, “Do you know what I’m talking about?” When I admitted that I was ignorant on that subject; my instructor was just starting another round of explanation when the tower informed us that it was our turn to go flying.
Things continued in this fashion for another four hours of training after which my instructor conducted a risk analysis of my capabilities and decided that the aircraft was stronger than I was and sent me solo even though my landings were still questionable. It appeared that I had excellent control of the aircraft up to, and including, the initial flare; but what happened after that was either none of my business or outside my sphere of influence. Years later, I realized that this situation may have risen as a result of my exposure to my Uncle Henry’s horse, Mary, mentioned previously. Mary was not a pony by any stretch of the imagination; she was a workhorse: big, wide, and slow. Most of the time. You didn’t ride Mary as much as just get on and sort of point her head at something on the horizon. Mary was old, reluctant to leave the barn area, and couldn’t be urged at anything faster than a walk when heading away from home plate; however, once turned around on the return trip, the walk could be come a canter, and the canter a gallop. Unfortunately, Mary would not heed any calls to ameliorate her headlong streak for home until she was back in the barn yard again; at which time her sudden stop at the water trough or a hay bale would unceremoniously unseat her rider, usually in an arcing trajectory over her head. Occurring at a young age, this chain of events may have planted in my psyche the idea that I had some control over the going, but absolutely no control over the returning.
Whatever it was, my recalcitrant proprioceptive receptors would continue to plague me throughout my Chipmunk training. So much so, that I was assessed a “partial pass” on my final handling test; landings being the reason. This resulted in a total of six more hours in the circuit; two dual, and four solo. Finally, on 20 January, 1958, a final handling re-test of fifty minutes was undertaken, mostly in the circuit. It did not go well. Not well at all. Even I was aware of that fact. Airplanes, even Chipmunks, are supposed to go ‘squeak’ when they land; not make noises like the opening of Fibber McGee’s closet. (Ask your father)
However, (and this is a big “however”), it was decided that there were some “Buzz Buerlings” like me who had trouble with the Chipmunk but went on to fly the next aircraft, the Harvard, without any problem at all. I never saw my test results, but they must have read that “Take-offs are exceptional: recommended for kamikaze duties”. And off I went to Moose Jaw.
My first trip in a Harvard occurred on 11 February, 1958 (my birthday, which I thought was an auspicious start) and was a familiarization trip. Upon returning to the circuit, my instructor demonstrated the landing. On short final, he closed the throttle and eased back on the stick to raise the nose and check his descent. As the speed fell, the aircraft started to sink… And I felt it.
I suddenly understood the emotion Newton experienced when he watched the apple fall from the tree and thought “Gravity”. Or why Archimedes would run naked through the streets of his hometown after watching his body displace water in his bath. I was in exalted company. I, too, had experienced an epiphany of sorts when my proprioceptive receptors started firing and I felt the aircraft sink. I was euphoric. However, remembering where I was and who I was with, I did not shout “Eureka”. Nor did I ever fail another flight test.
KD: Again, all the best. Enjoy the ride...
John
GOING SOLO
Getting airborne in an aircraft all by one’s self for the first time is an exhilarating and memorable occasion for most pilots. Depending on the training environment in which the event takes place, it can mean losing a tie, getting doused with water, or submitting to a variety of other means used to mark this important rite of passage. Going solo is much more than a first kiss, a first pair of long pants, or getting your driver’s licence. It is right up there with becoming a parent or knowing you’re on the ‘fast track’ to promotion. It’s an emotional happening that you can only experience once regardless of the number of aircraft that you subsequently command. As the famed French philosopher, Jacques Hirondelle, once said: “Les amateurs peuvent venir ou aller, mais seulement de vol en solo se passe une fois.
My brother Steve and I were contemplating the veracity of the above philosophical statement when he informed me that he had soloed in just over three hours in New Zealand. Now, this is quite unusual as the norm is more in the range of five to seven hours and my brother has been known to become a bit loose with the truth after using up the top third of a bottle of 12-year old Appleton Estate rum. However, it started me thinking about my own tortured path to that exalted state. My road had started with the simple act performed by hundreds of other prairie boys before me with the completion and mailing of an advertisement from the local paper: “Send me information about joining the RCAF”.
After passing the mandatory physical examinations in Calgary, a subsequent selection process in Crumlin, and twelve weeks of ground training in Centralia, it was time to take to the air. It should be noted at this point that, like many back in the fifties, I had never flown in an aircraft. My only periods off the earth were experienced on top of my Uncle Henry’s retired horse, Mary, and my landings from her back were not always at a time of my choosing. But I am ahead of myself.
My first trip in the air force trainer of the period, the Chipmunk, was a revelation. As I subsequently wrote home to my mother that evening, “I had my first trip today. It was easy. I think I am a natural pilot”. It wasn’t until later that I found out that following through on the controls whilst listening to an explanation of their effects can’t really be called flying. That trip culminated in the instructor demonstrating a landing with me “following through”. It was the best landing I would accomplish for several more hours.
Now, I shouldn’t leave the impression that I couldn’t control the aircraft. By trip three, I could point the aircraft down the runway during the takeoff roll and generally manage to keep the nose aimed in the proper direction, even when the tail was elevated to the horizontal position. (For those in the know, the propeller acts like a gyroscope and raising the tail on a conventional-geared aircraft results in the aircraft trying to run off the runway regardless of what is done to the steering wheel. To further complicate things, the designer of the Chipmunk had decided to install the engine upside-down, a procedure that somehow made the propeller run backwards when compared to North American aircraft. This had the effect of making the aircraft zig when you were expecting a zag. Although the reaction is product of simple physics, by the time one had processed the necessary formulae required to counter the excursion, the aircraft was usually well on its way to clearing a path through the sagebrush and quack grass.) In concert with the successful trundle down the runway, the post takeoff, climb, climbing turns, slow flight, and even stalls were handled with reasonable proficiency and dispatch. The return to the circuit – overhead, downwind, and base – were all executed with adequate control of power, altitude, and airspeed and all in their proper places. Which brings me to an aviation mantra that states: “A good landing starts with a good approach”. That is just plain twaddle! I had some of the best approaches going but the end result usually involved my instructor having to intercede to protect a vital part of his anatomy. So, what was the problem?
Most final approaches continue towards the runway at a rather constant angle of descent and airspeed to a position short of landing area. Wind dependant, this location represents the point of a power reduction and an initial increase in angle of attack that trades airspeed for altitude; the aim being to touch down at the intended landing point with zero sink rate at an airspeed just above the stall. Generally, this is a simple manoeuvre using information acquired from visual cues and the proprioceptive receptors (which is a fancy way of saying you judge and adjust your sink rate using information from your tummy organs and Mark One Eyeballs). Or so the theory goes. I just know that my instructor would go on and on about “sink”, until one afternoon, after several minutes of expanding on this subject whilst waiting for our turn to get airborne again, my instructor stopped and said, “Do you know what I’m talking about?” When I admitted that I was ignorant on that subject; my instructor was just starting another round of explanation when the tower informed us that it was our turn to go flying.
Things continued in this fashion for another four hours of training after which my instructor conducted a risk analysis of my capabilities and decided that the aircraft was stronger than I was and sent me solo even though my landings were still questionable. It appeared that I had excellent control of the aircraft up to, and including, the initial flare; but what happened after that was either none of my business or outside my sphere of influence. Years later, I realized that this situation may have risen as a result of my exposure to my Uncle Henry’s horse, Mary, mentioned previously. Mary was not a pony by any stretch of the imagination; she was a workhorse: big, wide, and slow. Most of the time. You didn’t ride Mary as much as just get on and sort of point her head at something on the horizon. Mary was old, reluctant to leave the barn area, and couldn’t be urged at anything faster than a walk when heading away from home plate; however, once turned around on the return trip, the walk could be come a canter, and the canter a gallop. Unfortunately, Mary would not heed any calls to ameliorate her headlong streak for home until she was back in the barn yard again; at which time her sudden stop at the water trough or a hay bale would unceremoniously unseat her rider, usually in an arcing trajectory over her head. Occurring at a young age, this chain of events may have planted in my psyche the idea that I had some control over the going, but absolutely no control over the returning.
Whatever it was, my recalcitrant proprioceptive receptors would continue to plague me throughout my Chipmunk training. So much so, that I was assessed a “partial pass” on my final handling test; landings being the reason. This resulted in a total of six more hours in the circuit; two dual, and four solo. Finally, on 20 January, 1958, a final handling re-test of fifty minutes was undertaken, mostly in the circuit. It did not go well. Not well at all. Even I was aware of that fact. Airplanes, even Chipmunks, are supposed to go ‘squeak’ when they land; not make noises like the opening of Fibber McGee’s closet. (Ask your father)
However, (and this is a big “however”), it was decided that there were some “Buzz Buerlings” like me who had trouble with the Chipmunk but went on to fly the next aircraft, the Harvard, without any problem at all. I never saw my test results, but they must have read that “Take-offs are exceptional: recommended for kamikaze duties”. And off I went to Moose Jaw.
My first trip in a Harvard occurred on 11 February, 1958 (my birthday, which I thought was an auspicious start) and was a familiarization trip. Upon returning to the circuit, my instructor demonstrated the landing. On short final, he closed the throttle and eased back on the stick to raise the nose and check his descent. As the speed fell, the aircraft started to sink… And I felt it.
I suddenly understood the emotion Newton experienced when he watched the apple fall from the tree and thought “Gravity”. Or why Archimedes would run naked through the streets of his hometown after watching his body displace water in his bath. I was in exalted company. I, too, had experienced an epiphany of sorts when my proprioceptive receptors started firing and I felt the aircraft sink. I was euphoric. However, remembering where I was and who I was with, I did not shout “Eureka”. Nor did I ever fail another flight test.
KD: Again, all the best. Enjoy the ride...
John
Re: Pre-Solo Nervousness?
Thanks for the congratulations!
Here is the video I watched about roundout/flare if you all are curious...
https://www.youtube.com/watch?v=Rv5HEJCyTuk
Great article there John! I definitely understand the eureka moment, I get a lot of those for little things. It's really cool that you flew for the Air Force too! That would be such a cool job!
I couldn't help but go over my solo a bit today, I'm a bit of a perfectionist. I realized I accidentally turned the landing light off during my pretakeoff checks. I thought the CFI turned them off before he gave me the plane but they were actually still in the on position, my bad.
One of the other students took a video of my takeoff and landing so I got to see that today. Everyone tells me it was a good landing, but I'm thinking I either didn't flare high enough or didn't hold it long enough because it was a little harder than I would have liked, a couple seconds after touchdown the window by the other seat popped open too so I'm not sure what that's about.
I still think it went well though, and I'm so happy to have it done! I didn't get to fly today though, 28knot crosswinds, got to love the prairies.
Here's the video of my solo if you're interested...
http://youtu.be/4DRAYm2yxJw
I flew a Cessna 172M.
Here is the video I watched about roundout/flare if you all are curious...
https://www.youtube.com/watch?v=Rv5HEJCyTuk
Great article there John! I definitely understand the eureka moment, I get a lot of those for little things. It's really cool that you flew for the Air Force too! That would be such a cool job!
I couldn't help but go over my solo a bit today, I'm a bit of a perfectionist. I realized I accidentally turned the landing light off during my pretakeoff checks. I thought the CFI turned them off before he gave me the plane but they were actually still in the on position, my bad.
One of the other students took a video of my takeoff and landing so I got to see that today. Everyone tells me it was a good landing, but I'm thinking I either didn't flare high enough or didn't hold it long enough because it was a little harder than I would have liked, a couple seconds after touchdown the window by the other seat popped open too so I'm not sure what that's about.
I still think it went well though, and I'm so happy to have it done! I didn't get to fly today though, 28knot crosswinds, got to love the prairies.
Here's the video of my solo if you're interested...
http://youtu.be/4DRAYm2yxJw
I flew a Cessna 172M.
Re: Pre-Solo Nervousness?
Ah, now I understand why you had to have a 'check out' before your solo. PSMA are a great school, but they do love their procedures 
I hate those rocker switches -- it's not obvious whether they're on or off.

I hate those rocker switches -- it's not obvious whether they're on or off.