Second Flight with better results 10/18

Woke up really early to prepare for my second flight 7:00 F%$$@ing AM. hahaha~
So was a little psyched up and nervous, instructor told me to start the pre-flight checks.

So I went to work out the weight and balance requirement needed for the plane so I can adjust the plane weight with the amount of fuel that's still outstanding. Ok just by the idea of working out weight and balance, I now totally understand why it's crucial for airliners to make sure baggage are carefully calculated for trips. As the CG (center of gravity) of a plane is shifted either fwd heavy or back heavy, this in terms reflects the performance of the plane itself setting up for departure and landing.

As from the text book (for single engine planes, not sure how multi engine might be), But CG too far fwd may cause the nose of the plane to be too heavy , causes longer take off distance, higher stalling speed (will get on the stalling topic soon :P please stay tuned). Eventually the use of the elevator will be useless with the heavy nose.
CG too far back/ aft, causes a more dangerous result. plane becomes tail heavy, unstable for pitching regardless of speed. Elevator effectiveness decreases.

So I may be more aware of weight requirements for flying now, as I remember how my parents or relatives will always try to stuff as many things as possible in their luggages and hope they will surpass the weighing procedure, an not have to pay extra for the exceeded weight :D hahaha.

Aight back to flying: So I was given the moment of pitching the plane up for a lift off, was quite crazy (crazy that my instructor allowed me to do it). I did feel more confident this time round with the plane, and feeling the plane itself, with the use of attitude flying concept in mind. Attitude flying  means that you fly with 90% of the time scanning your surroundings and using the horizon as your reference point to determine what angle of turn, climb, and descend. Instead of focusing on the instruments (altimeter, airspeed indicator,  vertical speed indicator and so on). As the real danger is outside the plane, so always be aware of your surroundings.

The coordinated turns where much better this time (since I watched the JB flight vids) which helped quite a bit. It did surprise my instructor a bit with my improved coordination and handling of the plane. The pitch power, and trim technique was better too, I was more focused on what should be done and listening to the throttle sound as my indicator of how much power I have pushed for a climb, and use the trimm as necessary to reduce workload of the elevators.

Was told that my coordinated turns, the use of ailerons and rudder was still a bit mechanical instead of a flow like reaction.

Overall was a good flying session, and I nearly had the chance to land the plane, however I lost control as we neared ground, and the instructor overtook controls quickly, as we were heading sideways. Phew~