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Flight Lessons

This category contains the details of my flight lessons, where I dive into the theory of the exercises for review and the learning processes.

Flight Lesson 7

Lesson 1.7 – Stalls Dates: 03-11-2025 · 30-01-2026 · 27-03-2026 · 03-04-2026

Introduction

This page contains all my notes for Lesson 1.7 – Stalls.

This was one of the hardest lessons so far, mainly due to the weather conditions in late 2025 and early 2026. The lesson was cancelled about five times, and on two occasions we were already airborne but had to abort because the weather deteriorated beyond the forecast.

For stalls training, the following weather conditions were required:

• Flying at 3000 ft to ensure sufficient altitude for stall recovery
  • As VFR traffic, we must remain 1000 ft below cloud base
• No significant weather
• 10 km visibility
• Wind ≤ 15 knots

As a result, this lesson was flown four times, but only the last two were fully valid stalls lessons. Due to time constraints and repetition, multiple sessions were required.

03-11-2025

The lesson was scheduled in the afternoon. Due to the transition from UTC+2 to UTC+1 (end of daylight saving time), darkness came earlier than usual.

Wind was around 14 knots, completely crosswind relative to the runway.

We completed the stalls briefing and theoretical explanation, performed pre‑flight checks, and departed. Shortly after take‑off it became clear that weather conditions would not allow a proper lesson.

After approximately 25 minutes airborne, we returned and scheduled a new flight.

30-01-2026

This was my first flight lesson in three months, after roughly four cancellations.

In the meantime, I successfully completed:

• Radio Telephony (RT) rating
• PPL Navigation theory exam
• PPL Communication theory exam

Weather was again the limiting factor. It was a cold winter day with snow from earlier in the week, providing beautiful winter scenery.

At around 2000 ft (600 m) after take-off, we decided to abort the stall exercises due to an approaching cloud front. This resulted in a very nice airliner-like experience flying above the cloud layer before descending back to base for a smooth landing by my instructor.

27-03-2026

After another cancellation and a vacation period, the weather finally cooperated.

Conditions:

• Stratiform cloud layer around 9700 ft
• Good visibility

We reviewed stall theory and briefings, checked NOTAMs, aircraft status and risks, and refueled the aircraft.

The stall exercises improved with repetition. Initially, I was too gentle both with inducing the stall and during recovery. After approximately four repetitions, the execution was considered proficient by the instructor.

Exercises performed:

• Stall recovery in clean (flapless) configuration
• Stall recovery in approach configuration (20° flaps)

I learned that stalls can occur at any time, especially with reduced focus or during circuit flying. Fast and correct recovery is essential for the safety of both pilot and passengers.

03-04-2026

This was the second full stalls lesson.

Weather was slightly less favorable than the previous week but still good enough:

• Crosswind ~8 knots
• Cloud base around 7900 ft
• Stratiform clouds

Exercises performed:

• Stall recovery in clean (flapless) configuration
• Stall recovery in approach configuration (20° flaps)
• Stall recovery in landing configuration (30° flaps)

Recovery went better than the previous lesson, but several learning points remained:

• A stall is recovered only by reducing the angle of attack
• Do not immediately apply full throttle reflexively
• Use rudder, not ailerons
• Manage flaps carefully (flaps retract faster than extend in flight)
• Pushing the yoke during recovery is natural — do not hesitate

Overall, the lesson went very well.
The crosswind take-off was the best so far, including crabbing technique, correct tracking, and altitude control. It remains a strange but fascinating sensation when heading and track differ due to wind.

Homework objectives for the next lesson:

• Review taxi, take‑off and exercise briefings
• Review exact RT phraseology

Stalls theory

A stall occurs when the wing exceeds its critical angle of attack, regardless of airspeed.

There are two main stages:

• Stall approach
  • A stall is imminent, warning signs appear
• Full stall
  • The stall occurs, with a noticeable aircraft reaction

Stall approach recovery

Symptoms of stall approach:

1. Stall warning (≈ 5 knots before stall)
2. Buffet — vibration due to disrupted airflow
3. Airspeed near end of green arc (or white arc with flaps)

Immediate recovery actions:

1. Release back pressure and apply slight forward pressure
2. Apply full throttle
3. Carburetor heat OFF
4. Level the aircraft

⚠️ Important

Never use ailerons during stall recovery.
This worsens the asymmetrical angle of attack and reduces recovery effectiveness.

Follow-up checks (bottom‑to‑top, left scan):

1. Fuel selector (both)
2. Mixture rich
3. Throttle
4. Carburetor heat
5. Ignition
6. Magnetos
7. Engine instruments (oil pressure/temp, CHT/EGT, ammeter, vacuum)

Outside checks (APOS):

1. Altitude
2. Position
3. Orientation
4. Sky 180° scan (traffic / weather)

Full stall recovery

A full stall may present as:

1. Nose drop
2. Wing drop (one side)
3. Significant altitude loss

Recovery actions are similar to stall‑approach recovery:

1. Reduce angle of attack (release back pressure)
2. Full throttle
3. Carburetor heat OFF
4. Level aircraft

⚠️ Reminder

Never use ailerons during full stall recovery.

Follow with the same engine checks and APOS scan as after stall approach recovery.

When performing stalls in landing configuration, flaps must be reduced during recovery to decrease drag and increase acceleration.

Homework – Altitude vs. Distance

Due to repeated cancellations, I was assigned homework to improve understanding of the relationship between:

• Power
• Pitch
• Speed
• Flaps
• Range

1. Flaps vs. flapless take‑off

The first exercise involved drawing a graph representing altitude versus distance from the start of the take‑off roll through rotation and initial climb, comparing flapless and flaps‑assisted take‑offs.

Succeeded lesson

After another two months, we were finally able to successfully complete the stalls lesson on March 27. During this lesson, we reviewed all previously discussed information and repeated the stalls exercises in full.

Key items that needed extra review:

• Wind corrections and yoke control
• Walk‑around inspection scheme
• Correct and timely rudder use during slow flight and stall approach
  • Full power: right rudder
  • Idle power: left rudder

Flight Lesson 6

Lesson 1.6 – Slow Flight Date: 13-10-2025 & 20-10-2025

Introduction

One of the harder lessons so far: slow flight.
The purpose of this lesson is to fly as slowly as possible while remaining safely airborne in the Cessna 172.

The first time we flew this lesson, it did not go as planned. I lost too much altitude and controlling the aircraft was difficult, especially because the exercise had to be maintained for an extended period of time. For this reason, I had to retake the lesson.

Slow flight described

Before starting slow flight, we first scan for traffic, then begin the exercise.

1. Reduce throttle to approximately 1500 RPM
2. As thrust decreases, more lift is required → pitch the nose up
3. Trim the aircraft while reducing speed
4. To compensate for lift loss, increase throttle to around 1900 RPM
5. Maintain direction using gentle rudder input and focus on a reference point

Without flaps, we can safely fly at approximately:

• 55 knots (101 km/h)

With flaps extended, we can safely fly at approximately:

• 43 knots (80 km/h)

I found it very difficult to hold the aircraft in the correct attitude:

• Altitude decreased too much or
• Airspeed increased too quickly

Maintaining heading is especially challenging, because at around 10° nose‑up attitude, outside visual references are limited. In this configuration, heading control relies almost entirely on inside instruments.

After about three attempts, I managed to perform the exercise correctly, but it was clear that repetition was needed.

During the second lesson (one week later), performance improved significantly:

• The aircraft was lighter
• Stall speed was slightly lower
• Control felt more predictable

The slowest speed achieved during slow flight was 49 knots (90 km/h), which is very close to the onset of a stall.

Tip

For unit conversions during flight preparation, I use my own tool:
https://flighttools.justinverstijnen.nl/unitcalculator

Fast flight

Fast flight was considerably easier and much more enjoyable.

During this exercise:

• We descended using full throttle (2700 RPM)
• Airspeed quickly increased to 140 knots (260 km/h)

This is approximately the take‑off speed of large commercial aircraft such as:

• Boeing 737
• Boeing 777
• Airbus A320

After reaching maximum speed, power was reduced. You could clearly feel the aircraft slowing down.

At higher airspeeds:

• Less rudder input is required
• Less aileron input is required
• Control response feels more stable due to increased airflow over the control surfaces

Taxi checks

After the flight, I was instructed to learn the taxi checks by memory.
These checks must be performed without using a checklist.

Taxi checks:

1. Brakes effective on both sides
2. Compass indications increasing/decreasing correctly
3. Steering checks:
   • Steer right → ball moves left
   • Steer left → ball moves right
4. Turn coordinator movement left and right
5. Artificial horizon stable and level

During the Before Take‑off checklist and magneto check, call‑outs are mandatory:

• Confirm values are within limits
• Ensure the nose wheel is straight before braking

Reflection

This lesson made it clear that an overall change in learning and preparation is needed.

Going forward, I will:

• First study the SOPs
• Practice exercises in the flight simulator
• Only then perform them in the real aircraft

This should improve safety, confidence, and consistency during future lessons.

Flight Lesson 5

Lesson 1.5 – Airwork 3 Date: 26-09-2025

Introduction

In this lesson we performed several airwork exercises, preceded by theory briefings.
The focus was on aircraft control, procedures, and situational awareness.

Exercises covered:

• Basic climbing and descending to a specific altitude
• Memory items for emergency scenarios (QRH)
• Taxi briefing
• Take‑off briefing
• Normal turns (30° bank)
• Steep turns (45° bank)

Basic climbing and descending to a specific altitude

In cruise flight, we typically fly around 95 knots (175 km/h).
When climbing or descending to a new altitude, we must do this efficiently and precisely, avoiding overshooting or undershooting the target altitude.

Climbing (APT)

Important terminology

• Altitude – Height above sea level (ft)
• Attitude – Nose angle

For a climb:

• Use Vy (best rate of climb)
  • Cessna 172: 75 knots
• Use full throttle
• Carburetor heat OFF (engine is already warm at high RPM)

Climb technique:

• From straight and level flight at 2000 ft:
  • Increase nose attitude until 75 knots
  • Apply full throttle
  • Trim as needed to reduce control pressure
• 50 ft before target altitude:
  • Reduce nose attitude to slow the climb
• At target altitude:
  • Level off
  • Accelerate to ~90–95 knots
  • Set cruise RPM (~2300 RPM)

Descending (PAT)

Descending differs from climbing:

• No additional power needed
• Controlled primarily by power reduction and attitude

Descent procedure:

• Carburetor heat ON
• Reduce power to ~1700 RPM
• Set nose attitude for descent (~500 ft/min vertical speed)

Level‑off technique:

• 100 ft before target altitude
  • Carburetor heat OFF
• 50 ft before target altitude
  • Adjust pitch and power to level flight
• Resume cruise:
  • ~95 knots
  • ~2300 RPM

Memory items in checklists

Aircraft Quick Reference Handbooks (QRH) contain checklists for various scenarios.
Some checklist items are marked as memory items — these must be known by heart, as there is no time to read during the event.

Example: Fire during start

If fire occurs during engine start:

• Continue cranking for 5–10 seconds to try to suck the flames into the engine

If engine starts:

• Parking brake set
• 1700 RPM
• Wait max. 2 minutes
• Prepare seatbelts, doors, fire extinguisher
• If fire continues:
  • Mixture cut‑off
  • Throttle full open
  • Fuel selector OFF
  • Ignition OFF
  • Master switch OFF

If engine does not start:

• Mixture cut‑off
• Throttle full open
• Continue cranking briefly
• Ignition & Master switch OFF
• Fuel selector OFF
• Extinguish fire

Memory items exist because delay can cost the aircraft and lives.
They must be learned per aircraft type.

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4506-c381dd5277f4.png

Important

Always learn memory items directly from the aircraft’s Quick Reference Handbook.
Procedures can differ between aircraft types and models.

Magneto check

During the Before Take‑off checklist:

1. Set magnetos to Right
2. Back to Both
3. Set magnetos to Left
4. Back to Both

This minimizes movement:

• Two counter‑clockwise
• Two clockwise
• One counter‑clockwise
• One clockwise

Airborne checks

While airborne, perform regular checks (once or twice per minute):

• Oil pressure
• RPM
• Engine temperatures
• Vacuum gauge

Additionally:

• Continuously scan for traffic using horizontal and vertical eye movement
• Deviate or perform a 180° turn if traffic is at the same altitude
• Be predictable, just like road traffic
• Make radio contact whenever possible

Briefings

Briefings are performed at the start of each flight phase to maintain shared situational awareness and reduce surprises.

We use the ANWB structure:

• Aircraft
• NOTAMs
• Weather
• Briefing

Taxi briefing

Performed during the Before Taxi checklist.

Items to brief:

• Aircraft status (defects / remarks)
• Relevant NOTAMs
• Weather impact
• Route to run‑up area
• Taxi speed and RPM
• Expected turns
• Instruments to check:
  • Turn coordinator (ball & symbol)
  • Gyro / magnetic compass
  • Heading indicator
• Avoid hotspots and deviate from yellow line to avoid nose‑wheel chimneys
• Effect of wind (counter‑steering)
• Brake check when starting taxi
• “Any questions?”

Departure briefing

Performed before take‑off.

Brief:

• Runway and usable length
• Flap setting (default: 10°)
• Power setting
• Rotation speed (55 knots)
• Climb speed after 200 ft
• Circuit height and exit (700 ft / 45°)
• Direction of departure
• Cruise altitude and speed

Emergency scenarios:

• Before 55 knots

  • Throttle idle
  • Braking
  • Inform ATC

• After 55 knots – non‑flyable

  • Forced landing ahead
  • 30° left or right (wind‑dependent)
  • Above 1000 ft: consider turn‑back

• After 55 knots – flyable

  • Stay in circuit at 700 ft
  • Full‑stop landing
  • Extra vigilance with gliders, parachuting or tow operations

Arrival briefing

Performed when approaching the destination airport.

Brief:

• Aircraft status
• Destination NOTAMs
• Weather
• Runway and usable landing distance
• Flap setting (40°, adjust for wind)
• Circuit direction
• Approach speed (65 knots)
• Go‑around procedure:
  • Complete circuit
  • Line up for another attempt

Flight Lesson 4

Lesson 1.4 – Airwork 2 Date: 02-09-2025

Introduction

We started by reviewing previous material and then went deeper into the theory of nose attitude.
During the flight we practiced slow flight, throttle effects on nose attitude, gliding, and trimming.

First, we discussed some theory.

At take-off, we use different speeds for different phases:

• Vr – Rotation speed

  • In a Cessna 172: ~55 knots (102 km/h)

• Vx – Best angle of climb (maximum altitude gain for distance)

  • In a Cessna 172: ~65 knots (120 km/h)

• Vy – Best rate of climb (maximum altitude gain for time)

  • In a Cessna 172: ~75 knots (139 km/h)

• Vg – Best glide speed (engine failure)

  • In a Cessna 172: ~65–68 knots (124 km/h)

These speeds are marked on the Garmin G1000 primary flight display:

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4498-1dbb77554412.png

And they correspond to the take‑off phase like this:

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4489-ac78e0128a47.png

During take-off:

• We rotate at Vr (55 kts) to lift the aircraft off
• We initially climb at Vx (65 kts) to clear obstacles
• After ~200 ft AGL, we perform the after take‑off checklist:
  • Flaps up
  • Climb at Vy (75 kts)

Effect of throttle and the nose

Throttle input directly affects nose attitude:

• More throttle / RPM → Nose rises
• Less throttle / RPM → Nose lowers

When trimming and stabilizing the aircraft, throttle can be used to help level off and maintain a steady attitude.

Gliding

During descent from approximately 2000 ft to 700 ft, we performed a glide.

• Normal descent: ~1800 RPM
• Glide: Engine at idle

While gliding, we trimmed the aircraft with a slightly nose‑up attitude. This resulted in minimal engine noise and was a great exercise for understanding glide paths during engine failure scenarios.

Trimming

Trimming is essential for stable, level flight.
It means correcting pitch for a specific combination of throttle, altitude, pressure, and speed.

A correctly trimmed aircraft maintains altitude without continuous control input.

Procedure:

1. Reach the desired altitude
2. Correct with the yoke (push or pull)
3. Trim away the yoke force by trimming nose up or down

Trim logic:

• Trim down: Turn the trim wheel up
• Trim up: Turn the trim wheel down

Although this feels counter‑intuitive, it mirrors the direction you would move the yoke.

Briefings

We practiced creating standardized briefings following the principle:

Say what you do, do what you say

Taxi Briefing

• Mention taxiways
• Mention hotspots
• Stay clear of taxiway centerline to avoid “chimneys”
• Check turn coordinator, compasses, and attitude indicator by steering right, then left
• Park the aircraft at a 45° angle to the runway for run‑up

Departure Briefing

• State the departure runway
• Mention base leg and final checks
• Confirm full throttle on take-off
• Engine failure or fire with runway remaining
  • Including failures before rotation speed
• Engine failure or fire without runway remaining
  • Forced landing
• State Vr, Vx, Vy (55 / 65 / 75)
• At 200 ft:
  • Flaps up
  • Climb to 700 ft
  • Leave circuit at 45° (e.g. 305° for RWY 26, 225° for RWY 18)

The flight details

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4498-393b981f138d.png

Flight Lesson 3

Lesson 1.3 – Airwork 1 Date: 22-08-2025

In this flight, I learned how to perform the preflight inspection myself by doing the walk‑around using a structured checklist.
In this first checklist item, we look for reasons not to fly.
In IT terms, this can be compared to a physical risk assessment.

I had to repeat this with more steps and will do this every lesson to fully master the procedure.

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4513-dc928e948c12.png

I performed the check as follows:

1. Cabin

   • Remove the control wheel lock (steering lock)
   • Check fuel quantity from the gauges (not fully trustworthy)
   • Test flap movement from 0° to full 40°
   • Check lights and pitot heat (especially relevant at 10°C and below)

2. Tail

   • Check elevator freedom and correct response to yoke movement
   • Remove tail tie‑downs (extra weight)

3. Right wing

   • Check flap condition
   • Check aileron movement for freedom and correctness

4. Right wheel & fuel

   • Check tire, brakes, and strut
   • Measure fuel manually using a dipstick
   • Check for water contamination in the fuel

5. Nose

   • Check oil level (minimum 5 quarts, 6 for longer flights)
   • Check propeller condition and freedom
   • Check air inlets for contamination
   • Inspect static pressure port (used to measure altitude in hPa)

6. Left wheel & wing

   • Same checks as right side
   • Drain fuel sump to check for dirt or water
   • Inspect front tire and brake

7. Pitot & stall warning

   • Check pitot probe (indicated airspeed)
   • Check analog stall warning (testable using suction)

8. Left aileron & flap

   • Verify free movement
   • Confirm correlation with yoke movement

Aileron movement reminder

• Steering left → left aileron up, right down

• Steering right → right aileron up, left down

• Wing going up produces more lift

• Wing going down produces more drag

Trip fuel and fuel calculation

When fueling the aircraft, we must ensure enough fuel for every possible phase of the flight.
Fuel is not only for A → B — weather or runway issues might force a diversion.

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4513-b99510c648fd.png

Fuel planning includes:

• Taxi fuel
• Trip fuel
• Contingency fuel
• Alternate fuel
• Final reserve fuel
• Possible extra fuel

The final reserve fuel (30–45 minutes) must never be used.
Using it means the flight planning was insufficient.

Always filling tanks to the maximum may feel safe, but more fuel means:

• More weight
• Higher fuel consumption
• Reduced performance
• Less room for passengers or baggage

Fuel consumption is calculated using data from the Pilot Operating Handbook (POH).

Aircraft forces

An aircraft is influenced by four main forces:

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4513-e0407fd0f337.png

• Lift – Force generated by the wings to keep the aircraft airborne
• Drag – Opposing force slowing the aircraft
• Weight / Gravity – Pulls the aircraft toward the ground
• Thrust – Generated by the engine and propeller

In straight and level flight, all four forces are in balance:

• Lift balances weight
• Thrust balances drag

Flying visually

In this lesson, I learned to fly more visually by focusing on nose attitude instead of instruments alone.
This greatly helps maintaining a stable speed and altitude.

Maintaining direction

When flying straight or during turns:

• Pick a reference point far away (city, lake, building)
• Fly towards that point

Maintaining altitude

Focus on how the horizon sits over the nose:

• This visual reference quickly shows climbs or descents
• Reduces reliance on instruments

Carburetor heat

The carburetor mixes air and fuel.
Because intake air cools inside the carburetor, engine RPM drops (±150 RPM).

General rule:

• Use carb heat whenever possible
• Disable only when maximum power is needed

Usage:

• Take‑off & climb: Carb heat OFF (cold)
• Cruise: Carb heat ON

Carburetor icing can occur even on warm days.
Ice formation is detected by a rise in RPM when carb heat is applied.

Remember:

“No rise, no ice.”

Slow Flight

Due to spare time, we practiced slow flight again.
By extending flaps, we increase lift and drag, allowing slower flight speeds — the reason flaps are used during landing.

Slow flight is also used in the circuit:

• Allows tighter turns
• Prevents overshooting
• Gives more time for radio calls and checks

In slow flight, control dynamics change:

• Altitude → Throttle / RPM
• Speed → Nose attitude
• Direction → Rudder

Flight Lesson 2

Lesson 1.2 – Effect of controls Date: 08-08-2025

Introduction

In this lesson, we went more into the technical limitations of the Cessna 172 aircraft. Also we did some slow-flight exercises to be somewhat ahead of schedule and we had some spare time.

Limitations

The most important limitations of the Cessna 172 aircraft are:

• Maximum take-off weight (2300 LBs / 1.043 KG)
• Maximum Indicated Airspeed (IAS) of 140 kts (260 km/u) while flapless
• Maximum Indicated Airspeed (IAS) of 85 kts (157 km/u) while full flaps
  (check the white arc for allowed flap speed on the airspeed indicator)
• Minimum landing distance
• Minimum take-off distance

To make sure we don’t exceed these limitations, we need to take several precautions.
For weight, we perform a mass and balance calculation.
For airspeed, we ensure during flight that we remain well below 140 knots.

For landing and take-off distance, this is ensured during flight preparation, where penalties are added for unfavorable runway or weather conditions.

Mass and Balance sheet

Before we begin our flight, we must calculate both weight and balance. They play a critical role in aircraft performance. The total mass must always remain below the maximum take-off weight, which is specific to each aircraft type.

Here I created a mass and balance sheet for a Cessna 172, fully within the technical limits of the aircraft.

• Normal category flights must stay within the red lines
• Utility/aerobatic flights must stay within the grey dotted lines

The CG (Center of Gravity) is the balance point of the aircraft.
You can compare it to balancing a pencil on your finger: the point where it stays perfectly balanced is the center of gravity.

In an aircraft, CG is calculated along the fuselage. For the Cessna 172 this is measured in inches.
For example: a baggage CG of 95 means the weight is centered 95 inches from the front of the fuselage.

Emergency equipment

In a Cessna 172, the following 7 emergency items must always be on board:

1. First aid kit
2. Fire extinguisher
3. Emergency Locator Transmitter (ELT)
4. Radios / avionics
5. Transponder
6. Emergency checklist (QRH)
7. Mobile phone and emergency contacts:
   • FIO
   • ACC Supervisor

During the before‑take‑off checklist, I learned these items by heart and was told to always be aware of them.

Calculating Take-off and Landing Distances

Before confirming that we can safely take off or land on a specific runway, we calculate the required distances.
Runway lengths for all Dutch aerodromes can be found via the AIP:

https://www.lvnl.nl/diensten/aip?mark-word=eais

Cessna publishes the basic required take-off and landing distances in the POH (Pilot Operating Handbook):

These values assume perfect conditions: zero wind, ideal temperature, dry asphalt runway.
Because this rarely happens, we apply penalties and always calculate using worst‑case scenarios.

Take-off distance penalties

This prevents discovering at 45 knots that the runway is too short.
Worst‑case thinking is essential.

Landing distance penalties

Always verify the Landing Distance Available (LDA) — the space between the white runway stripes.
Do not confuse this with TORA or TODA, which apply to take‑off.

Runway surface conditions

There are four runway surface conditions:

• Dry – Best braking and performance
• Damp – Slightly moist, not shiny
• Wet – Shiny runway, water < 3 mm
• Contaminated – Water > 3 mm or snow

Always assess the worst section of the runway.
If 1100 m is dry but 400 m is wet, the runway is considered wet.

Example of my flight preparation

After lesson 2, I prepared a full fictional flight to practice all calculations:

I used worst‑case values and rounded everything up when converting from feet to meters.
(Please ignore the handwriting 😄)

Slow Flight

We finished the lesson with slow‑flight exercises.
Slow flight is the art of controlling the aircraft at low airspeeds. Less airflow means less control authority.

As airspeed decreases, lift decreases. To compensate, we must increase the angle of attack by raising the nose.

Aircraft control in slow flight (~60 knots):

1. Direction / heading — Rudder
2. Airspeed — Elevator
3. Altitude — Throttle

We also practiced with flaps extended, which increases lift and makes slow flight easier.

Finishing up

After completing the exercises, we returned to the airstrip for a smooth landing and taxied back to the flight school.

Flight Lesson 1

Lesson 1.1 - Basics Date: 25-07-2025

Introduction

In my first flight lesson for my Private Pilot Lesson, I have been introduced to multiple aspects of flying. In the past, around 3 years before this first PPL lesson, I did a trial lesson where I only controlled the plane at around 2.500 feet, but only controlled the yoke, rudder pedals and trims.

This lesson it was the first time after around 300 hours of Microsoft Flight Simulator where I controlled the plane for the full flight except the landing phase. In the PPL learning curve, you will perform this after around 8–9 lessons when doing take-off and landing/circuit exercises.

The theory of this lesson mostly consisted of:

• Flight preparation and planning
• Aircraft Technical Log (ATL) and Hold Item List (HIL)
• Standard Operating Procedures (SOPs)
• The multiple instances
• Performing a proper walkaround

Flight Preparation (ANWB)

Before we step into a plane, we are required to plan and prepare our flight. We don’t want to be unprepared when flying, and also both the pilot flying and pilot monitoring must be on the same pace.

My flight school uses the ANWB abbreviation for this:

• Aircraft
• NOTAMs
• Weather
• Briefings

In each stage we check all related things and we search for reasons or risks not to fly.

Aircraft

In the aircraft stage we check and calculate the following things:

• ABC: Departure airfield, destination and our alternate. We always must have a backup airfield.
• Aircraft Technical Log (ATL):
  • All issues before maintenance are resolved
  • First flight after maintenance: flight controls and trim check are critical
• Hold Item List (HIL): Flyable but inoperative items (e.g. autopilot or landing lights)
• Fuel calculation: Ensure enough fuel, including reserve and alternate
• Mass and Balance:
  • Passenger and baggage weight affect fuel capacity
  • Utility limits must be respected during aerobatics

NOTAMs

NOTAMs (Notice to Air Missions) contain information about possible risks, such as:

• Runway closures
• Military or government restrictions
• High cranes or temporary obstacles
• Defect obstacle lighting
• ILS or VOR outages

We check NOTAMs for:

• Departure airport
• Destination airport
• Alternate airport
• En-route

Weather

Weather is one of the most unpredictable factors. We check:

• SWC (Significant Weather Chart) – above 15,000 ft
• LLFC (Low Level Forecast Chart) – below 15,000 ft
• SIGWX
• GAFOR / GLLFC

Briefings

In the briefing phase we inform crew and passengers about:

• The route
• Destination aerodrome
• Threat and Error Management (TEM)
• Questions from passengers

These were all points from the flight preparation.

Aviation Instances

In aviation, multiple organizations oversee safety and regulations:

• ICAO: International procedures and recommendations
• EASA: European legally binding aviation rules
• LVNL: Dutch airspace authority

Performing the Pre-flight Inspection (Walk-around)

Before every flight we must perform a pre-flight inspection to avoid surprises in the air.

During the walk-around we check:

• Oil leaks
• Tires (grip and canvas)
• Brakes
• Ailerons
• Rudder
• Flaps
• Elevator
• Engine oil (min. 5 qt for C172)
• Fuel quantity and water
• Pitot cover removed
• ATL onboard
• Flight controls free and correct

⚠️ Note
Pre-flight inspection steps differ per aircraft. Always refer to the official aircraft operating manual.

Starting the Aircraft

After confirming airworthiness, we proceed with engine start.

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4509-0afa8a350fd1.png

Most training aircraft have a hot prop, meaning the propeller can start the engine if the magnetos are active. This is when the key is turned to R, L, Both or Start.
Therefore:

• Key must be removed when outside the aircraft
• Propeller rotation can power magnetos

We then:

• Set seats and seatbelts
• Close doors and windows
• Complete Before Start checklist
• Mixture full rich
• Call: “On the brakes”
• Start the engine

Taxiing

Taxiing is ground movement using taxiways marked with yellow center lines.

• Ideal taxi speed: ~1000 RPM
• Speed comparable to a light sprint
• Airspeed indicator becomes active around 35–40 knots (too fast for taxi)

Run-Up (Before Take-off Checklist)

The run-up ensures engine reliability before take-off.

• Engine at ~1700–1800 RPM
• Test both magnetos
• Burn excess fuel if needed
• Bring engine to operating temperature

Before entering runway:

• Transponder: ALT
• Flaps: 10 degrees
• Trim: Take-off position

Airport Circuit

Before flying circuits (Upwind, Crosswind, Base leg), it helps to understand the pattern:

https://justinverstijnen.nl/wp-content/uploads/2025/09/jv-media-4509-f90ca74abc45.png

PPL Theory

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