Today looked really nice for some flying time. I had previously scheduled two time slots, 8:30am and 3:30pm. I hit McDonald's on the drive up since I opted for some extra sleep in time this morning. Checking the wx at Chester County (40N) and Pottstown (PTW) winds are pretty much the same 290 at 3, 270 5. I check out 2746C and get underway. Three landings today, first on center but still a bit flat.
Landing number two, I am off on the upwind leg and it's getting windy. No worry, I settle in and make my cross wind turn followed by the turn downwind for 27. Airspeed really increases and then drops right back and I am banking and applying rudder to maintain straight and level. Pulling the power back to 14-1500 and settling in I add the first 10* of flaps. The winds seem to have calmed a bit, as I turn for left base runway 27. I extend a bit farther then usual to compensate for the crosswind then turn final a bit high but able to pull back a bit more throttle. Looking much better, slipping my way down and adding the last notch of flaps when I feel I have the runway made. Over the numbers and riding the rudder to keep me centered.....fly it til' I tie it, don't stop flying! Stall horn breaks my concentration as it moans for attention, briefly silent, then back again with peaking howls, then a chirp and more rudder to get back to centerline. I make my way to the taxiway and call down and clear.
Landing three is about the same as No. 2 but the winds are starting to really make me work on final, both maintaining straight and level and my alignment. I am down with a nice centerline and nose high producing that moaning stall indication again. Nice! gentle chirps and holding off the nose wheel I make the taxiway to call down and clear. Again through the checklists and taxi back for another round.
Landing four, as I depart I glance again at the windsock and its jumping around pretty good. I climb out working to maintain my heading for noise abatement and as I turn crosswind I get a good push that really felt like I was starting to roll. I make my aileron and rudder corrections and get squared away as I look to turn downwind. Oh yes, I now remind myself to take a breath. Downwind pushing me pretty good but maintaining my ground track. I power back to 1500 and add 10* of flaps, settle in checking for traffic and starting my turn to base. Again nice and easy, actions are getting smooth and I am getting the flow going. Checking one last time for any traffic that may sneak in, I turn to final runway 27. ALT looks good and speed is jumping around, it's ride em' cowboy time again. I hold off on my last notch of flaps, I would not want to have to make the runway engine out with the winds jumping and a head wind preventing me from "getting there". Ok, I am now at the point of having the runway made so I add the last notch of flaps, power back a bit so the winds don't stop and drop me. I round out and flair in low and slow over the runway floating and working to keep aligned. Finally down and my roll out has me past the taxiway I note that I used up some runway. I call my back taxi and take another look at the wind sock and its snapping pretty good, and that's with holes in it. I look at the windsock over at the helicopter hangars and its stretched out pretty good too. I decide that 46C and me will be done for this flight. I get the aircraft tied down and head back to the office.
I told them inside that I thought I would exceed my personal limits if I tried another landing and that I was very pleased with my landings today. Besides, I have a 3:30 time slot reserved.
Back at 3:30 and 40N and PTW are reporting winds 320 at 11 kts Gusts 15 kts, um....I don't think I'm going there!!! I'll wait until late this week and get back to pattern work.
Monday, February 20, 2006
Thursday, February 16, 2006
First Cross Country (XC) Dual
Wow, I had a blast!! And also learned some lessons on the way!
I started out with my planning last night (actually about the 4th trip I went through the process for practice) for my first dual XC. The trip was N99 to THV then off to LNS and a final route back to the home field. A final call to wx-brief at 6:30 had the forcasted winds changed from 23522 to 2414 for my planned altitude of 4500. I sat down and refigured my course corrections, leg times and fuel prior to leaving the flight school office.
I had my small clipboard ready with all the things I thought I would need. Sharpened pencil with backup's, a print out from the AOPA airports information with the taxi diagram copied on the flip side for THV and LNS. The print out made for quick references if needed and gave me an idea where I would be going on the ground. After completing all the checklists and entering all the comm info and nav info we were off. I started the timer on my takeoff roll, make that a short field take off roll, MY CFI threw that in there for the practice. My head was busy enough trying to think way ahead for my course besides the newbie’s slightly overwhelmed feeling.
Climbing out it was smooth as glass, what a relief! I reach altitude on schedule and at my first checkpoint at the correct time, so far so good. I already have the MXE outbound 280 radial dialed in to maintain my heading which corresponds to my flight plan heading. I'm feeling pretty good. Now comes my next leg of 23 miles or so with only towns along the way. A town comes by on my right and I am noticing my VOR is tracking all over the dang place.......something seems not quite right. I am flying on the south side of Quarryville instead of the north side. My CFI now chimes in, Lesson #1 PILOTAGE always pilotage with electronics as a backup, he then reaches up and hits the nav/gps button....ARRGggggghhhhh :( Ok, no time to putz here its water under the bridge as they say and I need to now find my location. Well I know I am south of my planned course so I look to my next point since I have visual on it (Susquehanna River)and begin to look for check points. My CFI asks what I am looking for and how do you correct your course. I am looking for the Dam as my crossing point with the LRP VOR 208 radial as a secondary confirmation, I have neither. I do however have the power station off my left wing and proceed with a right turn up river to the Dam. By the way I hit the river time mark a tad late. I am now heading to the dam which at that point I will turn left to a heading 280* and that should leave me about 5 minutes out. Lesson #2 when you think you’re "lost" but that’s not the term he used remember the three C's - Circle, Climb and Communicate, followed by a detailed explanation of all three. Lesson well learned.
My next point is RT83 running north/south, main highway can't miss it. This will come just after I pass between two towns; the larger is York to my right and just off the left wing Red lion/Dallstown. I pass a distinctive body of water under the left wing so I'm looking good and I see the hills just off of runway 35 as a fellow AOPA board member pointed out (thanks for that heads up FlyersFan31). I announce my position and that I am crossing the field east to west at 2500. I thought I was ok to turn back as I worked to enter the left downwind on a 45* but I ended up fixating on the field and pinched way to close (Strike 1). I hurry along with my landing, as if that will make it better, (Strike 2). I then turn base with a very short final which of course has me (All white lights) high (strike 3). I announce going around, slightly frustrated, reminded for full power and communicate later eventually getting back to pattern ALT to give it another go. Bill tells me to relax I am doing fine, settle in and do what you need to do. Calling out cross wind and downwind I flow through my checklists and make ready for my landing. Ok, the picture looks much better, good spacing, speed and ALT good. Turning base then final I am a bit high so power off last notch of flaps and a real nice landing. Wow that felt great! I taxi off and get set up for my take off to LNS. We let this Gorgeous Fairchild taxi on by who is ready to go......this baby looked sweet!
I set up my comm and Nav for LNS and depart York for the quick hop. I climb out to 3000 staying clear of the TRSA as I recross the Susquehanna noting the double bridge checkpoints on my left. I call LNS tower to report the who, what, where and with ATIS report "E"cho. I report 4 mile final for runway 8 followeed shortly by a cleared to land as instructed. Well that was a short and sweet hop, now it's time to head home.
The return trip was smooth as could be, taking up a 120 degree heading for MXE VOR and crossing over Chester County (40N) I decide to cut short my course to MXE and instead turn east for home. I get a visual on Brandywine and swing out to enter on a 45* for downwind 27. Following my initial call to brandywine traffic Bill jumps in and tells me to correct my position; I'm about 3-4 miles not 8 miles out. He then talked about Modena and the distance from there which I said is 6 miles on the 54* radial to the airport.....Hmmmmmm and yes Modena (MXE) is behind me. Lesson #3 Bill reminds me to ALWAYS announce position correctly and the importance of letting others know where we are, the airport is the most busy place, make sure I always advise traffic and keep the head on a swivel.
Well that’s it, long winded but I needed to vent just to release some of the adrenalin rush. I am up for my next dual to Hazelton - Allentown next week depending on weather. It just keeps getting better!
I started out with my planning last night (actually about the 4th trip I went through the process for practice) for my first dual XC. The trip was N99 to THV then off to LNS and a final route back to the home field. A final call to wx-brief at 6:30 had the forcasted winds changed from 23522 to 2414 for my planned altitude of 4500. I sat down and refigured my course corrections, leg times and fuel prior to leaving the flight school office.
I had my small clipboard ready with all the things I thought I would need. Sharpened pencil with backup's, a print out from the AOPA airports information with the taxi diagram copied on the flip side for THV and LNS. The print out made for quick references if needed and gave me an idea where I would be going on the ground. After completing all the checklists and entering all the comm info and nav info we were off. I started the timer on my takeoff roll, make that a short field take off roll, MY CFI threw that in there for the practice. My head was busy enough trying to think way ahead for my course besides the newbie’s slightly overwhelmed feeling.
Climbing out it was smooth as glass, what a relief! I reach altitude on schedule and at my first checkpoint at the correct time, so far so good. I already have the MXE outbound 280 radial dialed in to maintain my heading which corresponds to my flight plan heading. I'm feeling pretty good. Now comes my next leg of 23 miles or so with only towns along the way. A town comes by on my right and I am noticing my VOR is tracking all over the dang place.......something seems not quite right. I am flying on the south side of Quarryville instead of the north side. My CFI now chimes in, Lesson #1 PILOTAGE always pilotage with electronics as a backup, he then reaches up and hits the nav/gps button....ARRGggggghhhhh :( Ok, no time to putz here its water under the bridge as they say and I need to now find my location. Well I know I am south of my planned course so I look to my next point since I have visual on it (Susquehanna River)and begin to look for check points. My CFI asks what I am looking for and how do you correct your course. I am looking for the Dam as my crossing point with the LRP VOR 208 radial as a secondary confirmation, I have neither. I do however have the power station off my left wing and proceed with a right turn up river to the Dam. By the way I hit the river time mark a tad late. I am now heading to the dam which at that point I will turn left to a heading 280* and that should leave me about 5 minutes out. Lesson #2 when you think you’re "lost" but that’s not the term he used remember the three C's - Circle, Climb and Communicate, followed by a detailed explanation of all three. Lesson well learned.
My next point is RT83 running north/south, main highway can't miss it. This will come just after I pass between two towns; the larger is York to my right and just off the left wing Red lion/Dallstown. I pass a distinctive body of water under the left wing so I'm looking good and I see the hills just off of runway 35 as a fellow AOPA board member pointed out (thanks for that heads up FlyersFan31). I announce my position and that I am crossing the field east to west at 2500. I thought I was ok to turn back as I worked to enter the left downwind on a 45* but I ended up fixating on the field and pinched way to close (Strike 1). I hurry along with my landing, as if that will make it better, (Strike 2). I then turn base with a very short final which of course has me (All white lights) high (strike 3). I announce going around, slightly frustrated, reminded for full power and communicate later eventually getting back to pattern ALT to give it another go. Bill tells me to relax I am doing fine, settle in and do what you need to do. Calling out cross wind and downwind I flow through my checklists and make ready for my landing. Ok, the picture looks much better, good spacing, speed and ALT good. Turning base then final I am a bit high so power off last notch of flaps and a real nice landing. Wow that felt great! I taxi off and get set up for my take off to LNS. We let this Gorgeous Fairchild taxi on by who is ready to go......this baby looked sweet!
I set up my comm and Nav for LNS and depart York for the quick hop. I climb out to 3000 staying clear of the TRSA as I recross the Susquehanna noting the double bridge checkpoints on my left. I call LNS tower to report the who, what, where and with ATIS report "E"cho. I report 4 mile final for runway 8 followeed shortly by a cleared to land as instructed. Well that was a short and sweet hop, now it's time to head home.
The return trip was smooth as could be, taking up a 120 degree heading for MXE VOR and crossing over Chester County (40N) I decide to cut short my course to MXE and instead turn east for home. I get a visual on Brandywine and swing out to enter on a 45* for downwind 27. Following my initial call to brandywine traffic Bill jumps in and tells me to correct my position; I'm about 3-4 miles not 8 miles out. He then talked about Modena and the distance from there which I said is 6 miles on the 54* radial to the airport.....Hmmmmmm and yes Modena (MXE) is behind me. Lesson #3 Bill reminds me to ALWAYS announce position correctly and the importance of letting others know where we are, the airport is the most busy place, make sure I always advise traffic and keep the head on a swivel.
Well that’s it, long winded but I needed to vent just to release some of the adrenalin rush. I am up for my next dual to Hazelton - Allentown next week depending on weather. It just keeps getting better!
Thursday, February 09, 2006
Final tune up for XC
Another early start this morning with Maggie getting me up, crying to go outside at 4:30. Of course I crawled back into bed and got another 1.5 hours of sleep time before getting ready to head to the airport.
Today I will be flying N991TB a 2002 C-172. My normal "ride" is scheduled out at the same time. As I start my preflight I can't help but noticing the GPS unit, Alrighty! toys! Pre flight complete, Bill and I saddle up for short hop to KILG for some final tower work as a tune up for XC next week. I quickly dial in the N99 freq. of 123.075 and the KILG ATIS 123.950 on comm 1 since that will be my first check once clear of Brandywine. I also enter KILG Tower 126.000 and ILG ground at ground .7. I also dial in the DQO VOR at 114.0 and Modena MXE VOR at 113.2 for the return trip. OK, off we go to the run up area followed by a really nice soft/short field takeoff. Weather for today is winds 340 at 6, Sky conditions are Sct 3900 per 40N's report and Pottstown PTW reports 340 at 4, sky conditions BKN 4500 (from memory so don't quote me, flight bag is in the truck)
About 10 miles out of Wilmington, after listening to the ATIS I make my call, G'Morning, Wilmington Tower Cessna 991TB. A quick reply from ILG and I return with my info, 991TB, Cessna 172, 10 miles from the north, 2500, inbound for T&G's with "K"ilo. ILG tower responds, report Left Downwind r/w 1. I acknowledge and adjust my course to get me there. As I approach ILG the tower calls and directs me to change to a Right Downwind for r/w 1 due to traffic entering the left downwind. I quickly acknowledge the instructions along with looking for traffic while turning to the left to align my entry to the right downwind. Bill instructs me to notify the tower that I am at midfield right downwind, I do so. On to the landing checklist and set up. I now also pick up the traffic and announce 991TB has the traffic. As the traffic turns left base I soon follow suit with a right base turn to runway 1, and then on to final. Speed good, flaps all in, rate of decent good, shaping up nice. This wide runway makes me feel like I am in s l o w motion, it's a strange sensation. I work on the round out and flare picture and I hear the stall horn begin to moan, gently, almost like a whiney child running a fever and then chirps, I'm down and rolling out. Flaps up, waiting, holding the center line, ok flaps retracted and I am off for 3 more rounds.
What a nice trip to Wilmington! I make my call to the tower and thank them for their help this morning and that I will be departing to the north. That was FUN, and now to finish up with a nice landing at home. I dial the CDI to see what radial I am headed in to MXE on and set my heading bug on the DG. I also set up the second CDI for a 54* radial which will place me 6 miles on a 45* to the airport. The NAV stuff is fun, now if I can hold my altitude this morning while playing with all the instruments. OK, so I dropped down 100 feet maybe 125.....I will get that corrected.
Calling out my position, I make my way to final for r/w 27 and now have a slight crosswind to deal with. I turned my normal base to final and found myself blowing left of the runway. I make corrections and set up for my landing. On center right up until my touchdown and then I ended up left of center.....remembering the "fly it til' you tie it" saying, I repeat it out loud and Bill acknowledges with get it done! Ok flaps up and were off for a final round. Now armed with the knowledge of the winds I turn my final a bit later and drift to centerline as I am adding my last notch of flaps. That was much better! Again with the slip to the runway I hold it until down then I am reminded to give right aileron as I roll out. A nice landing with a touch of stall horn, I now have the picture in my minds eye and that last session really helped. As I call down and clear Bill says lets get the dual XC set up for next week. My CFI will be on vacation the following week so I should have time to work on more landings and build some PIC time.
Maybe some solo time this weekend if the weather holds!!!
Today I will be flying N991TB a 2002 C-172. My normal "ride" is scheduled out at the same time. As I start my preflight I can't help but noticing the GPS unit, Alrighty! toys! Pre flight complete, Bill and I saddle up for short hop to KILG for some final tower work as a tune up for XC next week. I quickly dial in the N99 freq. of 123.075 and the KILG ATIS 123.950 on comm 1 since that will be my first check once clear of Brandywine. I also enter KILG Tower 126.000 and ILG ground at ground .7. I also dial in the DQO VOR at 114.0 and Modena MXE VOR at 113.2 for the return trip. OK, off we go to the run up area followed by a really nice soft/short field takeoff. Weather for today is winds 340 at 6, Sky conditions are Sct 3900 per 40N's report and Pottstown PTW reports 340 at 4, sky conditions BKN 4500 (from memory so don't quote me, flight bag is in the truck)
About 10 miles out of Wilmington, after listening to the ATIS I make my call, G'Morning, Wilmington Tower Cessna 991TB. A quick reply from ILG and I return with my info, 991TB, Cessna 172, 10 miles from the north, 2500, inbound for T&G's with "K"ilo. ILG tower responds, report Left Downwind r/w 1. I acknowledge and adjust my course to get me there. As I approach ILG the tower calls and directs me to change to a Right Downwind for r/w 1 due to traffic entering the left downwind. I quickly acknowledge the instructions along with looking for traffic while turning to the left to align my entry to the right downwind. Bill instructs me to notify the tower that I am at midfield right downwind, I do so. On to the landing checklist and set up. I now also pick up the traffic and announce 991TB has the traffic. As the traffic turns left base I soon follow suit with a right base turn to runway 1, and then on to final. Speed good, flaps all in, rate of decent good, shaping up nice. This wide runway makes me feel like I am in s l o w motion, it's a strange sensation. I work on the round out and flare picture and I hear the stall horn begin to moan, gently, almost like a whiney child running a fever and then chirps, I'm down and rolling out. Flaps up, waiting, holding the center line, ok flaps retracted and I am off for 3 more rounds.
What a nice trip to Wilmington! I make my call to the tower and thank them for their help this morning and that I will be departing to the north. That was FUN, and now to finish up with a nice landing at home. I dial the CDI to see what radial I am headed in to MXE on and set my heading bug on the DG. I also set up the second CDI for a 54* radial which will place me 6 miles on a 45* to the airport. The NAV stuff is fun, now if I can hold my altitude this morning while playing with all the instruments. OK, so I dropped down 100 feet maybe 125.....I will get that corrected.
Calling out my position, I make my way to final for r/w 27 and now have a slight crosswind to deal with. I turned my normal base to final and found myself blowing left of the runway. I make corrections and set up for my landing. On center right up until my touchdown and then I ended up left of center.....remembering the "fly it til' you tie it" saying, I repeat it out loud and Bill acknowledges with get it done! Ok flaps up and were off for a final round. Now armed with the knowledge of the winds I turn my final a bit later and drift to centerline as I am adding my last notch of flaps. That was much better! Again with the slip to the runway I hold it until down then I am reminded to give right aileron as I roll out. A nice landing with a touch of stall horn, I now have the picture in my minds eye and that last session really helped. As I call down and clear Bill says lets get the dual XC set up for next week. My CFI will be on vacation the following week so I should have time to work on more landings and build some PIC time.
Maybe some solo time this weekend if the weather holds!!!
Tuesday, February 07, 2006
"No Go" Due to Wind
Sunday, Feb. 5, 2006
METAR KPTW 051254Z AUTO 25010KT 10SM FEW049 04/M01 A2943 RMK AO2 SLP966 T00441011
METAR KILG 051151Z 25012KT 10SM CLR 04/M01 A2946
WX STARTING: 14:00Z WINDS: 250 AT 12 GUST 22. VISIBILITY: >6.0 MILES CLOUDS: 80 FEW
ERN PA/NJ...SCT040 SCT070. 14Z WND WLY G025KT. . 18Z SCT-BKN040
CFI called to cancel this morning, we didn't like the 250 AT 12 GUST 22 . It looks like I'll be up again this week or the weekend. Time to study for my PPL test and then log some Flight Sim time for navigation work. Oh yeah, I may even watch some superbowl tonight!
METAR KPTW 051254Z AUTO 25010KT 10SM FEW049 04/M01 A2943 RMK AO2 SLP966 T00441011
METAR KILG 051151Z 25012KT 10SM CLR 04/M01 A2946
WX STARTING: 14:00Z WINDS: 250 AT 12 GUST 22. VISIBILITY: >6.0 MILES CLOUDS: 80 FEW
ERN PA/NJ...SCT040 SCT070. 14Z WND WLY G025KT. . 18Z SCT-BKN040
CFI called to cancel this morning, we didn't like the 250 AT 12 GUST 22 . It looks like I'll be up again this week or the weekend. Time to study for my PPL test and then log some Flight Sim time for navigation work. Oh yeah, I may even watch some superbowl tonight!
No Flat Landings!
Saturday,Feb. 4, 2006
For some reason I lost my February 4th post on my no flat landings review. Ok here goes, I'll try to repost it.
Saturday morning bright and early, as always, I am off to my lesson. Not to sure what's in store today, maybe short and soft field landings. I arrive a bit early and my CFI pulls in the next parking spot. Off we go to the office and Bill leads with, "so, how was your solo time on Friday"? Hmmmm....well my first landing stunk, to fast and lost comm1 so I was semi distracted by my own doing but landed ok. I graded that one a c-. Why didn't you go around, he asked. I answered I was in good shape, nice ALT, aligned fine, just a bit fast. I set it down and only while trying to get on center did I "skip" a bit and heard the mains chirp. I wasn't exactly happy with that. OK, he then asked how about the rest of your landings? Well, the next four were really nice, I grade myself a "B", speed right on, alignment right on, over the numbers and not even a chirp....in fact I had to add power to make the taxiway(feeling really good at this point). Really? I had my spies, He says, you landed FLAT! Flat? I ask. Yes, flat, as a matter of fact if you were the slightest bit nose low you would have bounced down the runway, if not you could have eaten up the nose wheel. Yikes! I didn't think I was that "flat" I was low and slow it felt right. Bill did say the approach looked great except for the flat landing. The roundout was good and flair started nice then I just rode it out without holding it off longer. All in all not bad but lets go correct the flats.
Off we go in 46C for a few rounds of low slow passes over the length runway 9. That's right, I had to hold it off and maintain 50 kts. Well the first round I looked like a drunk sailor, rudder was begging me to be gentle, but I would hear nothing of it. Bill said get it together, go round and have at it again. Off we go as I take out the first notch of flaps. As I gain speed and clear obstacles I go to remove the next 10* and bump it all the way....GRRRrrrr. Bill tells me to use the thumb and first finger always, they will act as a safety stop. OK, I'll work on that starting right now. Bill also insists that I "Squash the ball" get coordinated, I need to focus!
I am wondering what the heck I'm doing, I went from feeling good about my progress to all thumbs (except for the flap control). I work the pattern and settle down turning a bit early for my final but with the winds I didn't want to blow out wide. Ok, low and slow under control, gentle rudder, adding power, nose up, real nice, looks good. Ok take us around. Off I go mastering the two finger flap control and again working that pattern for all I can. With a good tailwind on the downwind I again start the landing procedures a bit early, checking fuel, mixture, lights then right into power back to 1500 and settle followed by 10* of flaps and settle, a quick turn on the trim and I am looking for clear right to turn base. On base I add another notch of flaps, speed good rate of decent good and crabbing for the wind. A early turn to final then the last notch of flaps when I thinbk I have the runway made. Bill says we will full stop this time. I am looking good, lined up nice and I hold it off over the numbers, removing all power, sinking and holding it off with gentle movements (ok, more gentle then most times) and I hear the stall horn start to moan. Nose up, getting the picture correct in my mind and understanding what I need to do, I hear the stall horn moan even louder, but not steady then just an instant later I hear the chirp of the mains, holding it off I then let the nose wheel find its way to touchdown. Very cool !!!!! I need to have a face full of cowling when the angle is correct. Off we go for a few more rounds and each one gets better, I guess I needed that picture reinforced in my minds eye. Bill gives me an atta boy when complete and stresses the need to hold it off as long as I can. He reminds me to see that same picture every time, just like when I am on final, the same picture every time. Consistency is the key!
I am up again tomorrow (Sunday).
For some reason I lost my February 4th post on my no flat landings review. Ok here goes, I'll try to repost it.
Saturday morning bright and early, as always, I am off to my lesson. Not to sure what's in store today, maybe short and soft field landings. I arrive a bit early and my CFI pulls in the next parking spot. Off we go to the office and Bill leads with, "so, how was your solo time on Friday"? Hmmmm....well my first landing stunk, to fast and lost comm1 so I was semi distracted by my own doing but landed ok. I graded that one a c-. Why didn't you go around, he asked. I answered I was in good shape, nice ALT, aligned fine, just a bit fast. I set it down and only while trying to get on center did I "skip" a bit and heard the mains chirp. I wasn't exactly happy with that. OK, he then asked how about the rest of your landings? Well, the next four were really nice, I grade myself a "B", speed right on, alignment right on, over the numbers and not even a chirp....in fact I had to add power to make the taxiway(feeling really good at this point). Really? I had my spies, He says, you landed FLAT! Flat? I ask. Yes, flat, as a matter of fact if you were the slightest bit nose low you would have bounced down the runway, if not you could have eaten up the nose wheel. Yikes! I didn't think I was that "flat" I was low and slow it felt right. Bill did say the approach looked great except for the flat landing. The roundout was good and flair started nice then I just rode it out without holding it off longer. All in all not bad but lets go correct the flats.
Off we go in 46C for a few rounds of low slow passes over the length runway 9. That's right, I had to hold it off and maintain 50 kts. Well the first round I looked like a drunk sailor, rudder was begging me to be gentle, but I would hear nothing of it. Bill said get it together, go round and have at it again. Off we go as I take out the first notch of flaps. As I gain speed and clear obstacles I go to remove the next 10* and bump it all the way....GRRRrrrr. Bill tells me to use the thumb and first finger always, they will act as a safety stop. OK, I'll work on that starting right now. Bill also insists that I "Squash the ball" get coordinated, I need to focus!
I am wondering what the heck I'm doing, I went from feeling good about my progress to all thumbs (except for the flap control). I work the pattern and settle down turning a bit early for my final but with the winds I didn't want to blow out wide. Ok, low and slow under control, gentle rudder, adding power, nose up, real nice, looks good. Ok take us around. Off I go mastering the two finger flap control and again working that pattern for all I can. With a good tailwind on the downwind I again start the landing procedures a bit early, checking fuel, mixture, lights then right into power back to 1500 and settle followed by 10* of flaps and settle, a quick turn on the trim and I am looking for clear right to turn base. On base I add another notch of flaps, speed good rate of decent good and crabbing for the wind. A early turn to final then the last notch of flaps when I thinbk I have the runway made. Bill says we will full stop this time. I am looking good, lined up nice and I hold it off over the numbers, removing all power, sinking and holding it off with gentle movements (ok, more gentle then most times) and I hear the stall horn start to moan. Nose up, getting the picture correct in my mind and understanding what I need to do, I hear the stall horn moan even louder, but not steady then just an instant later I hear the chirp of the mains, holding it off I then let the nose wheel find its way to touchdown. Very cool !!!!! I need to have a face full of cowling when the angle is correct. Off we go for a few more rounds and each one gets better, I guess I needed that picture reinforced in my minds eye. Bill gives me an atta boy when complete and stresses the need to hold it off as long as I can. He reminds me to see that same picture every time, just like when I am on final, the same picture every time. Consistency is the key!
I am up again tomorrow (Sunday).
Friday, January 27, 2006
PIC Time....
After a successful procedure in out patient surgery for my lovely bride, I was excited about the perfect weather and a chance to fly. Mary and I returned home around noon, stopping only to grab some lunch at the (local)famous charcoal Pit.
I phoned to schedule flight time for some solo work at 3:30 this afternoon and secured 2746C. It was a strange feeling today all by myself. I completed my pre-flight and taxied out to the run up area. With my run up complete I taxied to the r/w 27 hold short and went through the last checks before announcing my intentions. Fuel both and on, trim set, mixture full rich, flaps up. Checking the base and final for 27 I call my departure on 27 and remaining in the pattern. Off I go rather quickly with a gentle headwind, turning to a heading of 285 for noise abatement and a continued climb to 1200. Turning cross wind and announcing position I suddenly spot a low wing below me transitioning from the SW to NE. It all happened so fast, I cranked my head and neck around to get a better look and see where he was going while maintaining a cross wind to downwind turn. I am now heading east as I watch him turn out from Brandywine. I settle down and get to the task at hand, fuel both, mixture full rich, flaps up, landing taxi lights on. Ok, almost abeam the numbers and I notice two aircraft waiting at the 27 hold short but I don't hear a thing on the radio. I continue with my turn to left base and final, keeping a sharp look out for traffic on final or aircraft moving into position for take off. I am now thinking I have no Comm 1. Short final, speed a little fast, trying the radio a last time to call short final. While cutting power and raising the nose slightly to loose some of that speed I managed to come across the numbers with only 20* of flaps. GRRrrrrrr......a bit fast around 70 kts, roundout nice.....and an ok flair. I touch down and get a Little bit over zealous with the rudder corrections and I hear a series of chirps as I move to align myself. I get slowed down just past my taxiway so I call a back taxi to alert others waiting. As I clear the runway I dial in 123.075 on Comm 2 and again call clear active. I finish my after landing checks and request a radio check. Another instructor at T A S responds loud and clear.
I head back out for 4 more rounds of practice. Each landing was better then the last, with speed right on 60-65 kts, touching down just past the numbers and having to give a touch of power to roll to the taxiway. After clearing the active I checked my watch and decided to end on a positive landing. .9 hours in the book and I'll be back at it Sunday if weather permits.
I am not sure when my next lesson is scheduled maybe a weekday if not next weekend. Mary and I will be attending the Lancaster fly in tomorrow. Well, for us it will be the LNS drive in :). I am going to have my hand held with us to hear the flights inbound for the event. I am off to print the list of attending aircraft with tail numbers !!!!
I phoned to schedule flight time for some solo work at 3:30 this afternoon and secured 2746C. It was a strange feeling today all by myself. I completed my pre-flight and taxied out to the run up area. With my run up complete I taxied to the r/w 27 hold short and went through the last checks before announcing my intentions. Fuel both and on, trim set, mixture full rich, flaps up. Checking the base and final for 27 I call my departure on 27 and remaining in the pattern. Off I go rather quickly with a gentle headwind, turning to a heading of 285 for noise abatement and a continued climb to 1200. Turning cross wind and announcing position I suddenly spot a low wing below me transitioning from the SW to NE. It all happened so fast, I cranked my head and neck around to get a better look and see where he was going while maintaining a cross wind to downwind turn. I am now heading east as I watch him turn out from Brandywine. I settle down and get to the task at hand, fuel both, mixture full rich, flaps up, landing taxi lights on. Ok, almost abeam the numbers and I notice two aircraft waiting at the 27 hold short but I don't hear a thing on the radio. I continue with my turn to left base and final, keeping a sharp look out for traffic on final or aircraft moving into position for take off. I am now thinking I have no Comm 1. Short final, speed a little fast, trying the radio a last time to call short final. While cutting power and raising the nose slightly to loose some of that speed I managed to come across the numbers with only 20* of flaps. GRRrrrrrr......a bit fast around 70 kts, roundout nice.....and an ok flair. I touch down and get a Little bit over zealous with the rudder corrections and I hear a series of chirps as I move to align myself. I get slowed down just past my taxiway so I call a back taxi to alert others waiting. As I clear the runway I dial in 123.075 on Comm 2 and again call clear active. I finish my after landing checks and request a radio check. Another instructor at T A S responds loud and clear.
I head back out for 4 more rounds of practice. Each landing was better then the last, with speed right on 60-65 kts, touching down just past the numbers and having to give a touch of power to roll to the taxiway. After clearing the active I checked my watch and decided to end on a positive landing. .9 hours in the book and I'll be back at it Sunday if weather permits.
I am not sure when my next lesson is scheduled maybe a weekday if not next weekend. Mary and I will be attending the Lancaster fly in tomorrow. Well, for us it will be the LNS drive in :). I am going to have my hand held with us to hear the flights inbound for the event. I am off to print the list of attending aircraft with tail numbers !!!!
Thursday, January 26, 2006
Ground School...Flight Planning 101
Monday night, yes that's right, going to a lesson at night. What a switch for me! I scheduled a 7:30 pm lesson to cover flight planning. I have been working through problems in the "Cleared for take off" manual but the real thing was much more fun!
Bill went through each step and we plotted a course from N99 to ESN, Easton, MD. Together we marked out checkpoints, discussed the 1-800-WX-BRIEF and filled every form out to completion. I felt pretty confident when we finally ended the session. I am scheduled for Thursday the 26th but it looks like high winds will prevent the lesson (short and soft field landings).
Since my lesson was canceled I worked on plotting out a flight from N99 to THV York, PA., followed by a short hop to LNS, Lancaster, PA., and then back home to N99. I have one question I need to ask Bill and that is if I apply the isogonic line correction to all flight paths or just the north south. I thought it was all flights so that's how I will plan.
Mary has a medical procedure scheduled for this Friday, the 27th, so I will be off work. I may call and schedule some solo pattern work if the wx and winds are looking good. I'll call Friday morning and then again in the afternoon.
Bill went through each step and we plotted a course from N99 to ESN, Easton, MD. Together we marked out checkpoints, discussed the 1-800-WX-BRIEF and filled every form out to completion. I felt pretty confident when we finally ended the session. I am scheduled for Thursday the 26th but it looks like high winds will prevent the lesson (short and soft field landings).
Since my lesson was canceled I worked on plotting out a flight from N99 to THV York, PA., followed by a short hop to LNS, Lancaster, PA., and then back home to N99. I have one question I need to ask Bill and that is if I apply the isogonic line correction to all flight paths or just the north south. I thought it was all flights so that's how I will plan.
Mary has a medical procedure scheduled for this Friday, the 27th, so I will be off work. I may call and schedule some solo pattern work if the wx and winds are looking good. I'll call Friday morning and then again in the afternoon.
Sunday, January 22, 2006
Lost My Supervised Solo Tag Today :)
Another typical early start this Sunday morning. Maggie, our Italian Mastif follows me out to the truck for her morning "ritual" to be followed up with those special peanut butter cookie dog treats. It's pretty bad when she goes to the closet and sits. I should train so easy .
Weather reports from PTW and 40N are noting winds 320-340 at 5 kts. visibility exceeding 10 miles. It's going to be a nice day today. I pick up the keys and clip board then head to 2746C for a preflight. Pre flight complete with no squawks, I decide to saddle up for T&G's today. Bill stated that he will be on the radio if he is needed and he will be watching. OK, off I go to the run up area and complete the required checks. One last check for fuel, trim, mixture and flaps and I announce 2746C departing r/w 27 brandywine. As 46C growls she rolls out to the runway almost as eager to get airborne as me. Full power and right rudder we are rolling and get into the air rather quickly with a slight course change for noise abatement. All five rounds of T&G's go really well in the pattern. I hit one very good landing with stall horn, gentle chirps with the mains and an easy roll out to exit on to the taxiway.
The other landings were good but I seemed to fight the speed today. One landing the winds shifted and hit me with a tailwind, and I felt like I was getting pushed past my landing point. I decided a go around was in order so I announced my intentions while going full power and removing a notch of flaps. Once clear of any obstructions I took out the last notch of flaps and resumed a normal upwind departure. Overall not a bad day, it felt good, I had fun and I felt like I was getting better with my perception of my position and corrections needed.
I'm back at TAS for ground school tomorrow night and then flying again Thursday. I will also take some time Friday afternoon to do a few laps around the track to work on that spped thing on final. I'm getting closer everyday and the excitement is really mounting.....I am going to be flying this year on my own, what a great new world!!!
Weather reports from PTW and 40N are noting winds 320-340 at 5 kts. visibility exceeding 10 miles. It's going to be a nice day today. I pick up the keys and clip board then head to 2746C for a preflight. Pre flight complete with no squawks, I decide to saddle up for T&G's today. Bill stated that he will be on the radio if he is needed and he will be watching. OK, off I go to the run up area and complete the required checks. One last check for fuel, trim, mixture and flaps and I announce 2746C departing r/w 27 brandywine. As 46C growls she rolls out to the runway almost as eager to get airborne as me. Full power and right rudder we are rolling and get into the air rather quickly with a slight course change for noise abatement. All five rounds of T&G's go really well in the pattern. I hit one very good landing with stall horn, gentle chirps with the mains and an easy roll out to exit on to the taxiway.
The other landings were good but I seemed to fight the speed today. One landing the winds shifted and hit me with a tailwind, and I felt like I was getting pushed past my landing point. I decided a go around was in order so I announced my intentions while going full power and removing a notch of flaps. Once clear of any obstructions I took out the last notch of flaps and resumed a normal upwind departure. Overall not a bad day, it felt good, I had fun and I felt like I was getting better with my perception of my position and corrections needed.
I'm back at TAS for ground school tomorrow night and then flying again Thursday. I will also take some time Friday afternoon to do a few laps around the track to work on that spped thing on final. I'm getting closer everyday and the excitement is really mounting.....I am going to be flying this year on my own, what a great new world!!!
Monday, January 16, 2006
Soft and Short Field Takeoffs...
My typical early flight lesson (8am) was a bit nip to say the least. I packed the flight bag just in case we were heading off to a towered airport as previously planned. I was prepared, not to be confused with paranoid, as I packed knee board print outs of RDG, ILG and LNS to also include airport diagrams for taxi instructions.
My lesson today after arriving at N99 was changed to, as the title states, Soft and Short field takeoffs. I nod with approval as I head out to pre flight. Preflight along with pre start and start engine checklists also complete has us saddled up and headed to the run up area. I see we have company today, a Cessna 150 setting up for their run up to the far right of the taxi lane leaving room for my ride to tuck in on his left. With all systems good to go, I give a visual check to the 150 pilot (who is busy in the cockpit with his run up) and move ahead and taxi out to runway 27. Ok, a final check before we go; fuel on, fuel both, trim set, flaps to 10*, mixture full rich, elevator controls for slight tail low and announce Brandywine traffic Cessna 2746C departing 27, to remain in pattern Brandywine and we are off. A nice gentle constant roll with no braking (simulating soft field conditions) checking right for any sneaky traffic on final , all clear, keeping turning into position, heels on the floor and full power. Nose high, looking out the side of the wind screen and side window to keep my alignment with the edge line of the runway followed by mains lifting off. Adjusting for nose down/level flight with the yoke holding there to take advantage of the ground effect and gaining speed to 60-65 kts. Speed good, climbing out and clear obstacles so I take out the 10* of flaps. I am on my way to a typical pattern. Together with my CFI we log six rounds of soft/short field takeoffs. I had one landing where I had the mains down and I put my right hand on the yoke to keep the nose up. Whew.....caught flack for that, with a "where did you learn that, no bad habits that I don't teach you". We discussed that maneuver and I really had no reason, other then I did it. Needless to say I did NOT do that again, that was the first and last time. :)
Next lesson may be another supervised solo and then I should be cut loose, that's if weather is good. If weather is "ok" we may do more tower work at one of the above mentioned locations. If it's really crappy out we will have a ground school lesson for flight planning. I figure either way I can't loose!! I am up again Sunday.
Bill and I discussed my progress and together gave a rough estimate on where I am at in my training. I am always the one to check my budget vs my progress. I have read to many stories about guys that get "that" close and can't finish for months or years. I DO NOT want that to be me. Anyway, ballpark maybe 20-25 hours away. My flying is looking good and navigation is coming along nice. I also have to figure on oral test prep, written test prep and my checkride prep. I am reviewing for my written test and will take that in the next few weeks. It sure would be nice to vacation this summer in Newport News/ Williamsburg and not have to drive there!
My lesson today after arriving at N99 was changed to, as the title states, Soft and Short field takeoffs. I nod with approval as I head out to pre flight. Preflight along with pre start and start engine checklists also complete has us saddled up and headed to the run up area. I see we have company today, a Cessna 150 setting up for their run up to the far right of the taxi lane leaving room for my ride to tuck in on his left. With all systems good to go, I give a visual check to the 150 pilot (who is busy in the cockpit with his run up) and move ahead and taxi out to runway 27. Ok, a final check before we go; fuel on, fuel both, trim set, flaps to 10*, mixture full rich, elevator controls for slight tail low and announce Brandywine traffic Cessna 2746C departing 27, to remain in pattern Brandywine and we are off. A nice gentle constant roll with no braking (simulating soft field conditions) checking right for any sneaky traffic on final , all clear, keeping turning into position, heels on the floor and full power. Nose high, looking out the side of the wind screen and side window to keep my alignment with the edge line of the runway followed by mains lifting off. Adjusting for nose down/level flight with the yoke holding there to take advantage of the ground effect and gaining speed to 60-65 kts. Speed good, climbing out and clear obstacles so I take out the 10* of flaps. I am on my way to a typical pattern. Together with my CFI we log six rounds of soft/short field takeoffs. I had one landing where I had the mains down and I put my right hand on the yoke to keep the nose up. Whew.....caught flack for that, with a "where did you learn that, no bad habits that I don't teach you". We discussed that maneuver and I really had no reason, other then I did it. Needless to say I did NOT do that again, that was the first and last time. :)
Next lesson may be another supervised solo and then I should be cut loose, that's if weather is good. If weather is "ok" we may do more tower work at one of the above mentioned locations. If it's really crappy out we will have a ground school lesson for flight planning. I figure either way I can't loose!! I am up again Sunday.
Bill and I discussed my progress and together gave a rough estimate on where I am at in my training. I am always the one to check my budget vs my progress. I have read to many stories about guys that get "that" close and can't finish for months or years. I DO NOT want that to be me. Anyway, ballpark maybe 20-25 hours away. My flying is looking good and navigation is coming along nice. I also have to figure on oral test prep, written test prep and my checkride prep. I am reviewing for my written test and will take that in the next few weeks. It sure would be nice to vacation this summer in Newport News/ Williamsburg and not have to drive there!
Wednesday, January 11, 2006
Supervised Solo
Packed the truck and was out the door bright and early for my lesson. Today was supervised solo time. My Instructor was going to hang out front of the terminal next to the taxiway as I went from start to finish. Typical preflight with the added wait for frost. My CFI did give me a hand turning the aircraft so the sun heated up the wings to melt the frost.
Checklists complete and a run through the start up procedures brings 46C to life. Here I sit looking around as I taxi out to the active knowing it's all me today. How cool is this ? I still call out clear lefts and right even though I am by myself, its habit and I feel comfortable doing so. I finished up my run up and taxi to runway 27, stopping at hold short I run through my last quick checks, fuel both, fuel on, trim set, flaps check, mixture full. OK, I announce I will be departing 27 and remaining in the pattern. A nice take off with a slight heading change for noise abatement and a steady climb to 1200. Announcing my location with each change in the pattern I focus on the procedures. Leveling off at 1500, throttle back to 2000 rpm's, trim, HAVE FUN! Good view today and nice to see the aircrafts shadow track across the ground. As I am midfield in the downwind leg I check fuel settings, mixture and turn on landing/taxi lights. Just abeam the numbers I decrease throttle to 1500 rpm, settle, add 10* flaps, settle and add nose up trim. With the runway at a 45* angle over the left shoulder and about to cross my ground reference point I check the pattern for anyone on long final and proceed to turn left base. Adding another 10* of flaps I settle and trim nose down. ALT and speed looks good, checking off to my right again for anyone sneaking in on final so I don't get clocked I Call, out my turn to final. On short final I add the last notch of flaps and notice my speed is about 70 knts so take out any remaining throttle. Over the numbers, a bit fast, holding it off, sinking, holding it off (not enough, no stall horn) and a quick chirp followed by taking pressure off the nose wheel and getting slowed down. That little bit of speed caused me to flair long.
The following two circuits were spot on for pattern work, but today I seemed a bit fast on landings. As I taxi back my CFI says to pick him up by the taxiway. Bill jumps in and said I looked fast on final and seemed to dive towards the runway slightly. He wants to have a go round and see what's what. On the following final he explains to get to my speed by less throttle and nose up then set it and go for landing. As he explains once I am at speed and trim is set let that work for me. Bill also reminds me to keep holding it off even after touchdown, focus on that picture of my angle of attack when landing. I am instructed to stop on the taxiway so he can get out, followed by give me two more and we'll call it a day.
Next two go rounds were much better. I was on my target speed and as I came over the numbers to round out and then flair I heard the stall horn, held it off for a very gentle touchdown and really short roll out. Ahhhhh, I think I'm getting this!
I am up again on Monday for more work on flying to an airport with a tower. I'm thinking either ILG or RDG we shall see! The cross country work will be fun, I really enjoy the navigation, besides, I'll get to enjoy a bit more of the flight and see the sights!
Checklists complete and a run through the start up procedures brings 46C to life. Here I sit looking around as I taxi out to the active knowing it's all me today. How cool is this ? I still call out clear lefts and right even though I am by myself, its habit and I feel comfortable doing so. I finished up my run up and taxi to runway 27, stopping at hold short I run through my last quick checks, fuel both, fuel on, trim set, flaps check, mixture full. OK, I announce I will be departing 27 and remaining in the pattern. A nice take off with a slight heading change for noise abatement and a steady climb to 1200. Announcing my location with each change in the pattern I focus on the procedures. Leveling off at 1500, throttle back to 2000 rpm's, trim, HAVE FUN! Good view today and nice to see the aircrafts shadow track across the ground. As I am midfield in the downwind leg I check fuel settings, mixture and turn on landing/taxi lights. Just abeam the numbers I decrease throttle to 1500 rpm, settle, add 10* flaps, settle and add nose up trim. With the runway at a 45* angle over the left shoulder and about to cross my ground reference point I check the pattern for anyone on long final and proceed to turn left base. Adding another 10* of flaps I settle and trim nose down. ALT and speed looks good, checking off to my right again for anyone sneaking in on final so I don't get clocked I Call, out my turn to final. On short final I add the last notch of flaps and notice my speed is about 70 knts so take out any remaining throttle. Over the numbers, a bit fast, holding it off, sinking, holding it off (not enough, no stall horn) and a quick chirp followed by taking pressure off the nose wheel and getting slowed down. That little bit of speed caused me to flair long.
The following two circuits were spot on for pattern work, but today I seemed a bit fast on landings. As I taxi back my CFI says to pick him up by the taxiway. Bill jumps in and said I looked fast on final and seemed to dive towards the runway slightly. He wants to have a go round and see what's what. On the following final he explains to get to my speed by less throttle and nose up then set it and go for landing. As he explains once I am at speed and trim is set let that work for me. Bill also reminds me to keep holding it off even after touchdown, focus on that picture of my angle of attack when landing. I am instructed to stop on the taxiway so he can get out, followed by give me two more and we'll call it a day.
Next two go rounds were much better. I was on my target speed and as I came over the numbers to round out and then flair I heard the stall horn, held it off for a very gentle touchdown and really short roll out. Ahhhhh, I think I'm getting this!
I am up again on Monday for more work on flying to an airport with a tower. I'm thinking either ILG or RDG we shall see! The cross country work will be fun, I really enjoy the navigation, besides, I'll get to enjoy a bit more of the flight and see the sights!
Saturday, January 07, 2006
On to Cross Country....
Passed on supervised Solo here today, to windy.
We decided to start XC work and headed out to Reading. Nice trip, I followed RT 100 north to the PA turnpike then west until over Morgantown. I called reading approach with the correct info; "reading approach, 2746C, Cessna 172, 3000, inbound for landing with "M"ike" Reading gave me a squawk code and then as I got closer turned me over to reading tower. I called "reading tower, 2746C with you" The tower gave me an advisory and directed me to report final for runway 31. I acknowledged "report final r/w 31 2746C". After reporting final I was cleared to land but my read back went like this...."cleared to land 2746C" I forgot to add r/w 31. On landing I flared a bit high but set it down for an ok landing. Taxied back to 31 and requested advisory for VFR back to Brandywine. I was holding short for traffic,then departing when cleared and again read back "cleared for take off 2746C" and not noting r/w 31.
When switched to Departure I called in and when I was to respond, I drew a blank....DUhhhhhhh.....still thinking about not reading the complete info back on take off. The flight following went well and acknowledged looking for aircraft that I was alerted to.When service was terminated I switched back over to N99. The rest of the flight went well tracking the 160 radial for the Modena VOR then turning to the 54* radial for a 6 mile 45* for downwind 27. It was fun getting back home and landing knowing how much fun the XC work will be. Oh, my landing at N99 (home) a bit fast, a short skip and set down was ok from there. I was relieved to call down and clear the active.
I need to get back on Comm 1 and work on my radio work. Bill said for the most part my radio work was very good (except for the departure brain fart). I didn't feel really bad since I heard some other guy call the tower direct only to get switched to Approach for sequencing to land. I am up again Tuesday morning 8am for supervised solo. At that point I should be cleared to go this weekend with out the CFI sitting out at the terminal watching.
We decided to start XC work and headed out to Reading. Nice trip, I followed RT 100 north to the PA turnpike then west until over Morgantown. I called reading approach with the correct info; "reading approach, 2746C, Cessna 172, 3000, inbound for landing with "M"ike" Reading gave me a squawk code and then as I got closer turned me over to reading tower. I called "reading tower, 2746C with you" The tower gave me an advisory and directed me to report final for runway 31. I acknowledged "report final r/w 31 2746C". After reporting final I was cleared to land but my read back went like this...."cleared to land 2746C" I forgot to add r/w 31. On landing I flared a bit high but set it down for an ok landing. Taxied back to 31 and requested advisory for VFR back to Brandywine. I was holding short for traffic,then departing when cleared and again read back "cleared for take off 2746C" and not noting r/w 31.
When switched to Departure I called in and when I was to respond, I drew a blank....DUhhhhhhh.....still thinking about not reading the complete info back on take off. The flight following went well and acknowledged looking for aircraft that I was alerted to.When service was terminated I switched back over to N99. The rest of the flight went well tracking the 160 radial for the Modena VOR then turning to the 54* radial for a 6 mile 45* for downwind 27. It was fun getting back home and landing knowing how much fun the XC work will be. Oh, my landing at N99 (home) a bit fast, a short skip and set down was ok from there. I was relieved to call down and clear the active.
I need to get back on Comm 1 and work on my radio work. Bill said for the most part my radio work was very good (except for the departure brain fart). I didn't feel really bad since I heard some other guy call the tower direct only to get switched to Approach for sequencing to land. I am up again Tuesday morning 8am for supervised solo. At that point I should be cleared to go this weekend with out the CFI sitting out at the terminal watching.
Wednesday, January 04, 2006
In a word......SOLO !
I have been working on dealing with this perma grin that has been stuck on my face like the joker's smile on the old batman series (showing my age). Not even a problem with my Airport contract can take this smile off today.
After calling 40N AWOS, PTW and ILG ASOS for the latest and greatest weather I loaded up my flight gear and headed to N99. I decided to take the back way in this morning, which provides a good look at that windsock. Hmmmm....winds indeed are from the east and how nice that sleepy windsock can barely lift itself up to acknowledge airport activity.
Did I mention I was at the airport 30 minutes early?, yes got there early and mentally landed my Benz SUV a couple dozen times at least. I walked out to do my preflight taking special notice of each and every aircraft parked neatly in their rows and met a nice gentleman who commented on what a nice morning to fly as he performed his preflight. I said good morning and then voiced my agreement. He then asked where I was off to.......I quickly answered off to SOLO I hope! He wished me luck and it felt good. My CFI joins me and follows me around checking as I finish up and buckle in for today’s flight.
I taxi out to runway 9 this morning which is a first to me. Hmmm right hand traffic pattern and I'm thinking I'll need to look for my visual guides but in reverse. Bill decided that I should do a few T&G's. I listen to the aircraft ahead of me call out a back taxi on runway 9 as I move to the hold short for my run up (I was the last in line). As I watch the other aircraft take off I announce my back taxi and then soon follow with my departure to remain in pattern. Three T&G's later my CFI decided to have me let him out at the terminal. He asked if I felt ready and I said yes, still wondering why my knees weren't knocking yet. Bill exited the aircraft and once he was clear I taxied into position. I made my announcements which I thought sounded different for the first time. I felt confident and ready to have some fun. I talked myself through each step (out loud of course) and as I passed each taxiway noting "clear”.
Throttle full and I am under way......wow she is off in no time and I find myself holding a slight nose down to maintain climb out at 80 knts. Ok 1200 feet and turning cross wind everything felt great. I continued through the pattern with no problems maintaining ALT and going through the steps. Landing one was very smooth on center, felt great. Landing two was a bit early on the flair, but I had good airspeed and held it off to settle in for a nice landing. On my last go round my pattern was even cleaner hitting my visual marks and really soaking up the feeling of doing this on my own. What really threw me was how settled I was, not even nervous, collected and ready for my final landing I was over the numbers moved slightly left of center and brought it back and set 2746C down. I taxied back to parking and finished my checklists. Bill was walking over as I shut down and reached in to shake my hand and pass along congrats. The owner of the school walked over too and said congrats and remarked the aircraft can even go back out......we all laughed and I thanked them both for the use of the aircraft and Bill for getting me to this point.
After securing the aircraft I only had to lock the door and I noticed my hands were now shaking as I struggled to get the key in.......Bill said NOW it hits you? LOL....I guess, I just realized that something I wanted since I was a boy, that dream of flying came true. Life is good! Thanks to Mary my super supportive bride and Bill my CFI for keeping me to task.
I had company in spirit today. I know my Pop was there in the right seat with the same S&*% eatin' grin that I had. It will be eight years in April he is gone and I miss him as much today as the day he passed. Thanks to my parents support and guidance growing up and making me the man I am and to believe in myself that I can acheive any goal that I work hard enough or dedicate myself to obtain.
After calling 40N AWOS, PTW and ILG ASOS for the latest and greatest weather I loaded up my flight gear and headed to N99. I decided to take the back way in this morning, which provides a good look at that windsock. Hmmmm....winds indeed are from the east and how nice that sleepy windsock can barely lift itself up to acknowledge airport activity.
Did I mention I was at the airport 30 minutes early?
I taxi out to runway 9 this morning which is a first to me. Hmmm right hand traffic pattern and I'm thinking I'll need to look for my visual guides but in reverse. Bill decided that I should do a few T&G's. I listen to the aircraft ahead of me call out a back taxi on runway 9 as I move to the hold short for my run up (I was the last in line). As I watch the other aircraft take off I announce my back taxi and then soon follow with my departure to remain in pattern. Three T&G's later my CFI decided to have me let him out at the terminal. He asked if I felt ready and I said yes, still wondering why my knees weren't knocking yet. Bill exited the aircraft and once he was clear I taxied into position. I made my announcements which I thought sounded different for the first time. I felt confident and ready to have some fun. I talked myself through each step (out loud of course) and as I passed each taxiway noting "clear”.
Throttle full and I am under way......wow she is off in no time and I find myself holding a slight nose down to maintain climb out at 80 knts. Ok 1200 feet and turning cross wind everything felt great. I continued through the pattern with no problems maintaining ALT and going through the steps. Landing one was very smooth on center, felt great. Landing two was a bit early on the flair, but I had good airspeed and held it off to settle in for a nice landing. On my last go round my pattern was even cleaner hitting my visual marks and really soaking up the feeling of doing this on my own. What really threw me was how settled I was, not even nervous, collected and ready for my final landing I was over the numbers moved slightly left of center and brought it back and set 2746C down. I taxied back to parking and finished my checklists. Bill was walking over as I shut down and reached in to shake my hand and pass along congrats. The owner of the school walked over too and said congrats and remarked the aircraft can even go back out......we all laughed and I thanked them both for the use of the aircraft and Bill for getting me to this point.
After securing the aircraft I only had to lock the door and I noticed my hands were now shaking as I struggled to get the key in.......Bill said NOW it hits you? LOL....I guess, I just realized that something I wanted since I was a boy, that dream of flying came true. Life is good! Thanks to Mary my super supportive bride and Bill my CFI for keeping me to task.
I had company in spirit today. I know my Pop was there in the right seat with the same S&*% eatin' grin that I had. It will be eight years in April he is gone and I miss him as much today as the day he passed. Thanks to my parents support and guidance growing up and making me the man I am and to believe in myself that I can acheive any goal that I work hard enough or dedicate myself to obtain.
Friday, December 30, 2005
Anticipation.....it's making me wait..
Remember that song......Well I had high hopes after watching the weather forecast for today. However, I got up to a windy overcast day with not a lot of promise. I burned up the lines checking the latest METAR and AWOS at 40N (Chester County). At 1:30 winds are reported as 320 13kts gusting 25. Well a quick check on the crosswind component chart works out to be an 8knt headwind with a 10 knt crosswind with gusts taking it to 16 knt headwind and a crosswind of 19 knts.
After my preflight we decided to work on VOR navigation. A smooth and straight taxi (knowing my CFI is really going to bust chops) followed by my run up and taxi to runway 27. Announcing my departure on 27 I am rolling with full right aileron rounding to level as I leave the runway. Bill comments on a very nice takeoff and right on centerline. We head to the southwest and climb to 2700 just below the report of ceilings at 3200 and OVC. Bill plays the part of ATC and wants my radio work and navigation to flow. First directive is to intercept the 220 radial at Lancaster and maintain ALT 2500. We do a mock communication through the intercom only but it really helps. I read back instructions and begin my task. First tuning the LRP VOR on 117.3, clicking on NAV 1 with IDENT to confirm. I check my current heading and keep an eye on a focus point on the horizon to keep steady with a secondary check of ALT. All the while turning the HDG on VOR 1 to pick up the 220 radial. Checking my heading and answering Bill's questions about my location relative to the VOR and my TO/FROM flag. I know by my heading and the radial that I am on that I will need to turn to the 040 with the TO flag to eliminate the reverse sensing. I make it so and turn my course the LRP 040 radial. OK, that was fun! We chase the DQO VOR on 114.0, the MXE VOR on 113.2 and back again to the LRP.
Well, all good things must end and its time to get home. It amazing but all that turning and VOR work with a few rounds of vectors and altitude changes complete with read backs in cockpit really helped with my comfort factor. My CFI says bring me home. I'm at 2500 and heading God knows where so I dial in the Modena VOR 113.2 with VOR 2 turning to check what radial I am on and get myself headed back towards N99. I also tune in VOR 1 to MXE with a heading of 52* knowing that the Airport Facility Directory lists MXE as 6nm to the field. As I cross over the station which I see over the nose I watch the flags on the VOR flip and I follow VOR 1 at the 52* heading. I announce "Brandywine traffic, Cessna 2746C on a 6 mile 45 for downwind 27, brandywine traffic". I enter the 45* at pattern altitude keeping a look out for traffic. Calling out my downwind turn I go through my landing procedures. Seat belts check, seat backs up, fuel selector both, mixture rich, landing /taxi lights on. Abeam the numbers I throttle back to 1500 rpm, settle, add 10* flaps let it settle and give a turn of nose up trim but not to much, I want a bit more speed to compensate for the crosswind. Announcing position as I turn base adding another 10* of flaps and trim nose down for 70 knts. Wow strong crosswinds have me talking out loud calling out my maneuvers. Banking right and adding a good deal of left rudder I slip in, adding the last notch of flaps and taking out all throttle I cross the numbers, flair (a bit to high) buffet in the gusting wind then settle down far left of center.......MORE right rudder! Whew.....that was really nice until I sat it down. I needed more right rudder.....now under control I roll out smooth and finally let off the back pressure on the yoke. Turning off to the taxiway beyond the hold short, I call down and clear of the active.
I am up again on Wednesday morning, I hope the weather is better. I'll be up again Saturday morning also. Bill reminded me that I did a really nice job (with the slips) right to the point to touch down. He wished the winds were better so that I could have soloed but he said its all on the weather now. I am going to work on flight planning this weekend and do some sim work on VOR Navigation.
After my preflight we decided to work on VOR navigation. A smooth and straight taxi (knowing my CFI is really going to bust chops) followed by my run up and taxi to runway 27. Announcing my departure on 27 I am rolling with full right aileron rounding to level as I leave the runway. Bill comments on a very nice takeoff and right on centerline. We head to the southwest and climb to 2700 just below the report of ceilings at 3200 and OVC. Bill plays the part of ATC and wants my radio work and navigation to flow. First directive is to intercept the 220 radial at Lancaster and maintain ALT 2500. We do a mock communication through the intercom only but it really helps. I read back instructions and begin my task. First tuning the LRP VOR on 117.3, clicking on NAV 1 with IDENT to confirm. I check my current heading and keep an eye on a focus point on the horizon to keep steady with a secondary check of ALT. All the while turning the HDG on VOR 1 to pick up the 220 radial. Checking my heading and answering Bill's questions about my location relative to the VOR and my TO/FROM flag. I know by my heading and the radial that I am on that I will need to turn to the 040 with the TO flag to eliminate the reverse sensing. I make it so and turn my course the LRP 040 radial. OK, that was fun! We chase the DQO VOR on 114.0, the MXE VOR on 113.2 and back again to the LRP.
Well, all good things must end and its time to get home. It amazing but all that turning and VOR work with a few rounds of vectors and altitude changes complete with read backs in cockpit really helped with my comfort factor. My CFI says bring me home. I'm at 2500 and heading God knows where so I dial in the Modena VOR 113.2 with VOR 2 turning to check what radial I am on and get myself headed back towards N99. I also tune in VOR 1 to MXE with a heading of 52* knowing that the Airport Facility Directory lists MXE as 6nm to the field. As I cross over the station which I see over the nose I watch the flags on the VOR flip and I follow VOR 1 at the 52* heading. I announce "Brandywine traffic, Cessna 2746C on a 6 mile 45 for downwind 27, brandywine traffic". I enter the 45* at pattern altitude keeping a look out for traffic. Calling out my downwind turn I go through my landing procedures. Seat belts check, seat backs up, fuel selector both, mixture rich, landing /taxi lights on. Abeam the numbers I throttle back to 1500 rpm, settle, add 10* flaps let it settle and give a turn of nose up trim but not to much, I want a bit more speed to compensate for the crosswind. Announcing position as I turn base adding another 10* of flaps and trim nose down for 70 knts. Wow strong crosswinds have me talking out loud calling out my maneuvers. Banking right and adding a good deal of left rudder I slip in, adding the last notch of flaps and taking out all throttle I cross the numbers, flair (a bit to high) buffet in the gusting wind then settle down far left of center.......MORE right rudder! Whew.....that was really nice until I sat it down. I needed more right rudder.....now under control I roll out smooth and finally let off the back pressure on the yoke. Turning off to the taxiway beyond the hold short, I call down and clear of the active.
I am up again on Wednesday morning, I hope the weather is better. I'll be up again Saturday morning also. Bill reminded me that I did a really nice job (with the slips) right to the point to touch down. He wished the winds were better so that I could have soloed but he said its all on the weather now. I am going to work on flight planning this weekend and do some sim work on VOR Navigation.
Monday, December 26, 2005
A "NO GO" for WX
I did spend an hour in ground school working on navigation today, which at least made the trip worth it. Yes, I know, bad weather and STILL went to the airport. A guy can hope can't he?
I'll be spending the day working with my new test prep CD from Gleim's and my new navigation CD that Santa also left under the tree. In between study time today I would like to figure out the workings of my new Lowrance 1000 GPS...All those buttons!
Thursday, December 22, 2005
Commit them to memory...
Today was a fun lesson, learning and working with something new yet hoping to never have to use the knowledge. Kind of strange huh? That's right, today was control surface failures and a few rounds of emergency procedures for engine failures in pattern and while in, to and from the practice area.
Control surface failures started with the loss of elevator control which had me flying by trim wheel and power to control the pitch of the aircraft. Interesting concept, makes for busy times to this student. Talk about trimming right for landing with no elevator control.....it would be um...different to say the least. I thought I would have some float that's for sure, but proper approach speed and flaps as needed would get me there. We practice Aileron failures and practice controlling with the rudder, it felt sloppy and skiddish but I got the job done. Next failure was rudder and aileron and my CFI asks what do I do to turn now. Without hesitation I said (with hand motions) I would bless myself. Well after he laughs and said that's always good but.......opening the doors would lend to a slow and wide turning radius. I'm thinking that would scare the hell out of my passenger.....but then thinking if "I" blessed myself that might cause a pucker for the passenger too. Dang....just fly the airplane Gary!
Next on the list was a no flap situation. This tells me my speed is critical so get it right. I am in the pattern today and as I turn final my ALT looks great, rate of decent good but a bit to much speed. I pull back on power even more with a tad nose up to hit my 65-70 knts then make for my landing point. Looking good but airspeed moving to a tad bit high so I slip in and really nail a landing, man that boosts the confidence level. Not to enjoy that to long for the next time around I'm a bit fast and a tad high so I announce a go round and head back out. I get an atta a boy for making a good decision without hesitation.
All in all a fun day in the air. My CFI warned from here on out he will be on me for every detail and demand even more as we progress, stating that my checkride will demand as much or more from me too. I am up for the challenge, ok well at least I hope so! Yeah....I'm up for it.
As we taxi in my CFI asks if I feel I am ready. I tell him I feel comfortable in the pattern and confident. He says I don't want to kick you out of the nest if your not sure yourself. I reaffirm that if he feels I am ready, I do too. In my mind I am saying turn me loose mother goose!!!!!!!!! but I contain myself for sake of embarrassment.
I'll be reporting Monday morning after my 8am lesson.....It's going to be one hell of a long weekend waiting......but OH WHAT A CHRISTMAS PRESENT !!!!!!!!!!!
Control surface failures started with the loss of elevator control which had me flying by trim wheel and power to control the pitch of the aircraft. Interesting concept, makes for busy times to this student. Talk about trimming right for landing with no elevator control.....it would be um...different to say the least. I thought I would have some float that's for sure, but proper approach speed and flaps as needed would get me there. We practice Aileron failures and practice controlling with the rudder, it felt sloppy and skiddish but I got the job done. Next failure was rudder and aileron and my CFI asks what do I do to turn now. Without hesitation I said (with hand motions) I would bless myself. Well after he laughs and said that's always good but.......opening the doors would lend to a slow and wide turning radius. I'm thinking that would scare the hell out of my passenger.....but then thinking if "I" blessed myself that might cause a pucker for the passenger too. Dang....just fly the airplane Gary!
Next on the list was a no flap situation. This tells me my speed is critical so get it right. I am in the pattern today and as I turn final my ALT looks great, rate of decent good but a bit to much speed. I pull back on power even more with a tad nose up to hit my 65-70 knts then make for my landing point. Looking good but airspeed moving to a tad bit high so I slip in and really nail a landing, man that boosts the confidence level. Not to enjoy that to long for the next time around I'm a bit fast and a tad high so I announce a go round and head back out. I get an atta a boy for making a good decision without hesitation.
All in all a fun day in the air. My CFI warned from here on out he will be on me for every detail and demand even more as we progress, stating that my checkride will demand as much or more from me too. I am up for the challenge, ok well at least I hope so! Yeah....I'm up for it.
As we taxi in my CFI asks if I feel I am ready. I tell him I feel comfortable in the pattern and confident. He says I don't want to kick you out of the nest if your not sure yourself. I reaffirm that if he feels I am ready, I do too. In my mind I am saying turn me loose mother goose!!!!!!!!! but I contain myself for sake of embarrassment.
I'll be reporting Monday morning after my 8am lesson.....It's going to be one hell of a long weekend waiting......but OH WHAT A CHRISTMAS PRESENT !!!!!!!!!!!
Sunday, December 18, 2005
Emergency Procedures review
Brrrrr......it was a bit nip out this morning as I packed the truck for the flight lesson. After playing with Maggie (10 month old Italian Mastiff) I gave her some treats and walked back out to the ML which was nice and toasty.
I started my preflight early and was ready when my CFI walked out to the plane. Today Brian went along since Bill was off for the weekend. I'm jealous, he was most likely off flying and I hope it was for pleasure not business. Ok time to saddle up. I comment about the pitot tube cover missing and the slight leak/buildup on the steering dampner is fixed. Brian says the bird just came out of its 100 hour inspection. I know I read somewhere about not being the first to fly after that but Ahhhhh......just my mind playing tricks.
Taxi time to the run up location and all is completed. We decide to sit tight at the run up location to let the oil temp climb a bit before taking off. At 8 am it's just us and the 150 so we hold position and chat about my prior lessons and where I'm at with my regular CFI (Bill). OK, well into the green, oil temp good so time to roll. With a quick call, "Brandywine traffic Cessna 2746C departing 27, Brandywine", we're off. Brain directs me to fly the pattern and land once then we will simulate engine out for some practice/reviews. There is a Cessna 150 in the pattern with us today so I am mindful of both our positions. First round not to shabby, I really have the hang of that flair, just need to slow down a bit from 70 knts. Round two and on the downwind leg the CFI pulls back all the power and says there ya go, now what? Well I'm at pattern ALT (1500') I immediately trim to maintain 65 knts, check my position to the runway. No flaps, glancing at airspeed, head on swivel, position to runway looking good, I call out my base as I make my turn and continue right around to final while checking to make sure I don't get center punched by someone on final that didn't see me or hear me. With no wind today I have it made! Looking good, I dump in some flaps and follow the centerline. Just as I am about to touch down my CFI calls for a go round. FULL power, control the nose, don't let er' come up and stall. I take out a notch of flaps, maintain best climb speed, positive climb and take out second notch of flaps. Climbing strong now I take out last 10* of flaps and position myself for noise abatement. Well that was fun! Off for three more rounds with a couple of emergency procedures thrown in.
Today on roll out after landing that "new" steering dampener gave me a scare. On one of my full stop landings (which had nice flairs) I was rolling out and as I applied light brakes it started to shimmy shake like crazy!!! Holy crap batman it wants to pull the yoke out of my hands. Applying brakes and struggling to control I come to a stop well beyond my last turn out. I quickly call out my back taxi knowing there is traffic in the pattern and clear when beyond the taxiway hold short. Brain says one more and that will be it and he will have that dampener checked out. I taxi back with no problems and fall in behind a twin heading to the run up area. Traffic picking up now, two helicopters the 150, the twin and one other aircraft taking off. One more go round for a final full stop with the shimmy again adding a pucker factor. Man that ain't right....I taxi back to my tie down location and secure the aircraft. Needless to say that will get a SQUAWK in INK ASAP! I'm back at it Tuesday morning for control surface failures and then I am cleared to SOLO!!!!!!!!!!!
I started my preflight early and was ready when my CFI walked out to the plane. Today Brian went along since Bill was off for the weekend. I'm jealous, he was most likely off flying and I hope it was for pleasure not business. Ok time to saddle up. I comment about the pitot tube cover missing and the slight leak/buildup on the steering dampner is fixed. Brian says the bird just came out of its 100 hour inspection. I know I read somewhere about not being the first to fly after that but Ahhhhh......just my mind playing tricks.
Taxi time to the run up location and all is completed. We decide to sit tight at the run up location to let the oil temp climb a bit before taking off. At 8 am it's just us and the 150 so we hold position and chat about my prior lessons and where I'm at with my regular CFI (Bill). OK, well into the green, oil temp good so time to roll. With a quick call, "Brandywine traffic Cessna 2746C departing 27, Brandywine", we're off. Brain directs me to fly the pattern and land once then we will simulate engine out for some practice/reviews. There is a Cessna 150 in the pattern with us today so I am mindful of both our positions. First round not to shabby, I really have the hang of that flair, just need to slow down a bit from 70 knts. Round two and on the downwind leg the CFI pulls back all the power and says there ya go, now what? Well I'm at pattern ALT (1500') I immediately trim to maintain 65 knts, check my position to the runway. No flaps, glancing at airspeed, head on swivel, position to runway looking good, I call out my base as I make my turn and continue right around to final while checking to make sure I don't get center punched by someone on final that didn't see me or hear me. With no wind today I have it made! Looking good, I dump in some flaps and follow the centerline. Just as I am about to touch down my CFI calls for a go round. FULL power, control the nose, don't let er' come up and stall. I take out a notch of flaps, maintain best climb speed, positive climb and take out second notch of flaps. Climbing strong now I take out last 10* of flaps and position myself for noise abatement. Well that was fun! Off for three more rounds with a couple of emergency procedures thrown in.
Today on roll out after landing that "new" steering dampener gave me a scare. On one of my full stop landings (which had nice flairs) I was rolling out and as I applied light brakes it started to shimmy shake like crazy!!! Holy crap batman it wants to pull the yoke out of my hands. Applying brakes and struggling to control I come to a stop well beyond my last turn out. I quickly call out my back taxi knowing there is traffic in the pattern and clear when beyond the taxiway hold short. Brain says one more and that will be it and he will have that dampener checked out. I taxi back with no problems and fall in behind a twin heading to the run up area. Traffic picking up now, two helicopters the 150, the twin and one other aircraft taking off. One more go round for a final full stop with the shimmy again adding a pucker factor. Man that ain't right....I taxi back to my tie down location and secure the aircraft. Needless to say that will get a SQUAWK in INK ASAP! I'm back at it Tuesday morning for control surface failures and then I am cleared to SOLO!!!!!!!!!!!
Sunday, December 11, 2005
Final flair tune up.....
Another day of landings.....but it sure went smooth! I remembered my birth certificate today for the folks in the office, so that is taken care of. It's really me and I am a US citizen.
After turning 46C so the sun would melt some frost we were ready to get underway. A nice taxi out followed by the final checks during run up. I hear one aircraft entering a 45* for downwind runway 27 so I announce "46C departing runway 27 to remain in pattern...Brandywine" and roll on out to take off. Power full gentle right rudder and we're off. It's a really different look with snow covering the ground. My normal horizon visual marks are ok but my normal ground references are blending in :) Landing procedures are seeming to be as natural as breathing....I NEVER thought I would say that! Turing final I have a slight headwind (what a change) lined up very nice, maintaining 70 kts, pitch good, rate of decent good, adding last notch of flaps power off, over the numbers.......flair......sinking...a bit more back pressure....sinking....not letting the ground have me yet...more back pressure and then a gentle chirp that was almost impossible to hear. SWEET !!!!!!! flaps up, full power, 46C rolling and off we go for more rounds. Today was fun, the landing felt great, no pressure, feet were not heavy and the hands seem to be getting better each time out. I did however have a brain fart announcing position on a cross wind to downwind calling out "turning left base".....DUH!! CFI asked "where are we?" um....well I'm thinking a bit TO FAR ahead. I came back on the radio with the 46C turning left "DOWNWIND" 27 Brandywine and of course with a tone that clearly stated I was a nit wit!
All in all a fun day! I am up again Wednesday morning and I will need to just review emergency procedures and then I hope to be cleared for my solo. I am also reviewing info on Reading KRDG for work on the tower control airports and dealing with approach communications. I have a final in my Legal communications class tomorrow then no more night class until I get my PPL. Between running multiple contracts at work and studying for school I am having a hard time finding time to review for my PPL. HEY, I have my priorities.
After turning 46C so the sun would melt some frost we were ready to get underway. A nice taxi out followed by the final checks during run up. I hear one aircraft entering a 45* for downwind runway 27 so I announce "46C departing runway 27 to remain in pattern...Brandywine" and roll on out to take off. Power full gentle right rudder and we're off. It's a really different look with snow covering the ground. My normal horizon visual marks are ok but my normal ground references are blending in :) Landing procedures are seeming to be as natural as breathing....I NEVER thought I would say that! Turing final I have a slight headwind (what a change) lined up very nice, maintaining 70 kts, pitch good, rate of decent good, adding last notch of flaps power off, over the numbers.......flair......sinking...a bit more back pressure....sinking....not letting the ground have me yet...more back pressure and then a gentle chirp that was almost impossible to hear. SWEET !!!!!!! flaps up, full power, 46C rolling and off we go for more rounds. Today was fun, the landing felt great, no pressure, feet were not heavy and the hands seem to be getting better each time out. I did however have a brain fart announcing position on a cross wind to downwind calling out "turning left base".....DUH!! CFI asked "where are we?" um....well I'm thinking a bit TO FAR ahead. I came back on the radio with the 46C turning left "DOWNWIND" 27 Brandywine and of course with a tone that clearly stated I was a nit wit!
All in all a fun day! I am up again Wednesday morning and I will need to just review emergency procedures and then I hope to be cleared for my solo. I am also reviewing info on Reading KRDG for work on the tower control airports and dealing with approach communications. I have a final in my Legal communications class tomorrow then no more night class until I get my PPL. Between running multiple contracts at work and studying for school I am having a hard time finding time to review for my PPL. HEY, I have my priorities.
Thursday, December 08, 2005
Accomplishments and Memories.....
The best lesson to date...by far! Got in early to pre-flight so we could be ready to go around 8am. The temps were low overnight and there was a bit of "frost on the pumpkin" so to speak. Prior to start up we pushed 46C so that the sun could shine directly on the tail and wings. After a light cleaning of the windshield (thanks to my AOPA membership card)we saddled up for today's fun.
All systems go and checklists completed we taxi out to the run up area and complete my final checks before take off. There is one aircraft entering the pattern on a few mile 45* for downwind 27 so I give it one last check for fuel, trim, mixture and flaps and roll out while announcing "Brandywine traffic, Cessna 2746C departing on runway 27 remaining in the pattern, Brandywine". We're off and making a slight turn for noise abatement. Today's lessons were on the T&G's with emphasis on the flairs. Well today it all finally clicked, that's right I can pat my head and rub my tummy, ok well maybe that's a stretch but you get the picture. Four landings as smooth as could be with only one with a slight flair a bit to high but a sweet recovery and realignment back on centerline to set 46C down very gentle. I think my CFI was very pleased, heck I was thrilled!
We taxied back and my CFI said I was ready. I need to supply some info (birth certificate) and go over a checklist of the lessons and then it's time! I am up again Sunday morning if the weather holds off. It looks like solo time and then a flight to Reading for the start of XC work.
Today is one of those days I will never forget. I wish my Dad was here to see me, I know he would have been proud. Today also helps put a new light on my birthday, back in 97 my Pop had a stroke on my birthday while here celebrating, which started the ball rolling downhill with him passing only four months later. I haven't enjoyed a birthday since. I now look forward with his memory tucked away and also with a new excitement for the next chapters to come. Mary, my lovely bride took me out for breakfast after flying today. After ordering, she handed me a card along with a beautiful crystal airplane to commemorate today's flight on my birthday. I am a lucky man! Mary if your reading this....I LOVE you Hotty !
All systems go and checklists completed we taxi out to the run up area and complete my final checks before take off. There is one aircraft entering the pattern on a few mile 45* for downwind 27 so I give it one last check for fuel, trim, mixture and flaps and roll out while announcing "Brandywine traffic, Cessna 2746C departing on runway 27 remaining in the pattern, Brandywine". We're off and making a slight turn for noise abatement. Today's lessons were on the T&G's with emphasis on the flairs. Well today it all finally clicked, that's right I can pat my head and rub my tummy, ok well maybe that's a stretch but you get the picture. Four landings as smooth as could be with only one with a slight flair a bit to high but a sweet recovery and realignment back on centerline to set 46C down very gentle. I think my CFI was very pleased, heck I was thrilled!
We taxied back and my CFI said I was ready. I need to supply some info (birth certificate) and go over a checklist of the lessons and then it's time! I am up again Sunday morning if the weather holds off. It looks like solo time and then a flight to Reading for the start of XC work.
Today is one of those days I will never forget. I wish my Dad was here to see me, I know he would have been proud. Today also helps put a new light on my birthday, back in 97 my Pop had a stroke on my birthday while here celebrating, which started the ball rolling downhill with him passing only four months later. I haven't enjoyed a birthday since. I now look forward with his memory tucked away and also with a new excitement for the next chapters to come. Mary, my lovely bride took me out for breakfast after flying today. After ordering, she handed me a card along with a beautiful crystal airplane to commemorate today's flight on my birthday. I am a lucky man! Mary if your reading this....I LOVE you Hotty !
Saturday, December 03, 2005
Maybe a birthday solo ?
A great day to fly today, wait just about any day you can get up there is a great day to fly. I had fun today working with slow flight just over the runway surface. Bill was right on because I think it cured me of the "I'm close cut the power and land it feeling". I exaggerate a bit with that statement but at times that’s what it felt like. Today after taking off I headed to Chester County 40N for a few rounds of T&G's. After reporting a long final and utilizing the ILS I was crossing the numbers with full flaps holding of the nose with each time it started to sink adding a touch of power, it was feeling great. As I sat just above the runway holding it off I pulled out the remaining power and "gently" settled down on runway 29. WOW, now that’s how it's supposed to feel! OK, flaps up power full and we're off for a few more rounds. On one of the rounds I caught a good gust which put me down on one main and had me skewing to one side of the runway......not pretty as I added rudder and power. Bill called "my plane" added more power and then handed it back to me to set it back down and complete my roll out. As we cleared then taxied around we went over what was right and what was wrong. Again we were off for two more rounds and both went very smooth, the confidence is finally catching up to my progress. It felt great as we took off and headed back to Brandywine, leveling off at 2500 and enjoying the short hop home. I looked about and thought about how long I've wanted to do this and now it's finally happening. I spot the two water towers and align myself to spilt them and look for the "hockey puck" (another holding tank but more like a refinery type tank) which puts me on a 45* for runway 27.
I reported a 4 mile 45* for downwind runway 27 at Brandywine while keeping a look out for traffic. Helicopters as usual and a few single engine aircraft were entering the pattern. I turn final and the numbers are looking good; speed rate of decent and alignment......nice. Looking downfield at the windsock it's headwind all the way....what a pleasant change. Ok, over the numbers and holding it off....nose up....adding a bit of power...holding it off...wind change!!!! THUD on the runway, oh man that was ugly and not comfortable. It seemed like the headwind just came to a stop and I was not quick enough with the touch of power. OK, one more go round so as not to end on a bad note. This time on final slight crosswind, alignment nice slight bank into wind and adding opposite rudder.....looking good I came over the numbers, held it off, slowly settling down, just a touch of power, nose up and a real sweet landing. Ok that’s a wrap for today!
I'm going to fly Thursday morning at 8am and I hope to solo then. Bill said I did a nice job. He commented that if I just trust what I learned I'll be fine. Bill said my instincts are right on now I just need to believe in my abilities. As I made my way to my ground transportation I felt pretty good, right then Bill poked his head out of the office door and said nice job today Gary real nice job. That was a first and it really helps boost the confidence. Is it Thursday yet?
I reported a 4 mile 45* for downwind runway 27 at Brandywine while keeping a look out for traffic. Helicopters as usual and a few single engine aircraft were entering the pattern. I turn final and the numbers are looking good; speed rate of decent and alignment......nice. Looking downfield at the windsock it's headwind all the way....what a pleasant change. Ok, over the numbers and holding it off....nose up....adding a bit of power...holding it off...wind change!!!! THUD on the runway, oh man that was ugly and not comfortable. It seemed like the headwind just came to a stop and I was not quick enough with the touch of power. OK, one more go round so as not to end on a bad note. This time on final slight crosswind, alignment nice slight bank into wind and adding opposite rudder.....looking good I came over the numbers, held it off, slowly settling down, just a touch of power, nose up and a real sweet landing. Ok that’s a wrap for today!
I'm going to fly Thursday morning at 8am and I hope to solo then. Bill said I did a nice job. He commented that if I just trust what I learned I'll be fine. Bill said my instincts are right on now I just need to believe in my abilities. As I made my way to my ground transportation I felt pretty good, right then Bill poked his head out of the office door and said nice job today Gary real nice job. That was a first and it really helps boost the confidence. Is it Thursday yet?
Wednesday, November 30, 2005
Ain't nothin' but a flair...
Yes, that's right, it ain't nothin' but a flair but I can't hit it consistently. Worked on flairs today and will be back at it Saturday. I fly smooth and out in front when my CFI covers all the instruments. I know it all comes in time but gezzzzz I'm getting older every day here! I am having fun and that's the most important fact. I feel with all the crosswind training in the book that if I had a dead calm day I wouldn't know what to do.
Pre-checks complete and after adding a quart of oil to the ride we were buckled in and ready to go. Off to Chester County today for T&G's. sun glare taking off on 27 from Brandywine and departing on the upwind to the west really burnt the eyes out. My glasses didn't seem to darken today, that will have to be checked. I was raising my hand to block the sun to check for traffic as I made course corrections. Since there was slim to none for traffic at Chester County I did a long final. I called out my position and started my slow decent from 2500 to pattern ALT of 1600. I reported a short final and throttled back adding flaps and crabbing my way in. Everything looked good and felt good until I flaired while still a bit to high. I let 46C settle down and worked for the centerline a bit but it still was fairly smooth. After a few go rounds' at 40N I departed on the downwind for home. Two rounds later I was reporting down and clear and headed for the tie down. Saturdays lesson will be slow low flight "just" over the runway......I WILL learn to be consistent with the flair!
Pre-checks complete and after adding a quart of oil to the ride we were buckled in and ready to go. Off to Chester County today for T&G's. sun glare taking off on 27 from Brandywine and departing on the upwind to the west really burnt the eyes out. My glasses didn't seem to darken today, that will have to be checked. I was raising my hand to block the sun to check for traffic as I made course corrections. Since there was slim to none for traffic at Chester County I did a long final. I called out my position and started my slow decent from 2500 to pattern ALT of 1600. I reported a short final and throttled back adding flaps and crabbing my way in. Everything looked good and felt good until I flaired while still a bit to high. I let 46C settle down and worked for the centerline a bit but it still was fairly smooth. After a few go rounds' at 40N I departed on the downwind for home. Two rounds later I was reporting down and clear and headed for the tie down. Saturdays lesson will be slow low flight "just" over the runway......I WILL learn to be consistent with the flair!
Saturday, November 26, 2005
Knocking off the rust...
Cancel due to weather on 15th and the 23rd
Nov. 26th and finally back up in the air......today was a really nice day to get back in gear. My regular instructor is off for the hoilday so I went up with a new CFI. Started out ok with pre-flight and run up and not to bad of a take off. We made way for 40N Chester COunty for touch and goes but mainly to work on my flairs. Brandywine was busy with traffic today so I departed on the crosswind for 40N. Nice and smooth heading to the south-south west so I can turn back
towards Chester County and enter on a 45 for runway 29. I announce my position as I enter on a 45 while looking for traffic that is on final and one on a long base for runway 29. I am a bit excessive on the inputs today, yup hands o steel.....but I slip in with the crosswind and really get to feel that sinking feeling then flair only to feel the slow decent and more flair, feels pretty good. My instructor says the young guys seem to pick it up quickly so he said I shouldn't be so hard
on myself for not getting it on a consistant basis. Greaaaaaattttt........now I'm an old fart, I mentioned that my first instructor said it was like rubbing the tummy and patting the head...and I told him then I'm in deep shit. Rob laughed and said I was doing fine.....at least he got a kick out of it. Onward we went for a few more rounds with the first the ugliest. I also did one missed when I came in a bit to hot and decided to go around, full power, one notch of flaps up, showing positive altitude gain, taking out another notch of flaps....there we go, I didnt want to force myself down at the end of the runway and become fodder for the evening news. After my T&G's we headed back to Brandywine. It was uneventful until turning final and I really didnt bank enough for the crosswind. Needless to say I was banking left and mucho right rudder to align myself. Not to bad a recovery and a nose held off landing. I need to work on the flairs again wednesday and airspeed on final, I should then be good to go! I'll be back up next Wednesday and saturday.
Nov. 26th and finally back up in the air......today was a really nice day to get back in gear. My regular instructor is off for the hoilday so I went up with a new CFI. Started out ok with pre-flight and run up and not to bad of a take off. We made way for 40N Chester COunty for touch and goes but mainly to work on my flairs. Brandywine was busy with traffic today so I departed on the crosswind for 40N. Nice and smooth heading to the south-south west so I can turn back
towards Chester County and enter on a 45 for runway 29. I announce my position as I enter on a 45 while looking for traffic that is on final and one on a long base for runway 29. I am a bit excessive on the inputs today, yup hands o steel.....but I slip in with the crosswind and really get to feel that sinking feeling then flair only to feel the slow decent and more flair, feels pretty good. My instructor says the young guys seem to pick it up quickly so he said I shouldn't be so hard
on myself for not getting it on a consistant basis. Greaaaaaattttt........now I'm an old fart, I mentioned that my first instructor said it was like rubbing the tummy and patting the head...and I told him then I'm in deep shit. Rob laughed and said I was doing fine.....at least he got a kick out of it. Onward we went for a few more rounds with the first the ugliest. I also did one missed when I came in a bit to hot and decided to go around, full power, one notch of flaps up, showing positive altitude gain, taking out another notch of flaps....there we go, I didnt want to force myself down at the end of the runway and become fodder for the evening news. After my T&G's we headed back to Brandywine. It was uneventful until turning final and I really didnt bank enough for the crosswind. Needless to say I was banking left and mucho right rudder to align myself. Not to bad a recovery and a nose held off landing. I need to work on the flairs again wednesday and airspeed on final, I should then be good to go! I'll be back up next Wednesday and saturday.
Saturday, November 12, 2005
First time at Chester County (40N)
Back at the home field today. Of course I'm back home and the fairy tale no cross winds is over. Hmmm...well practice makes perfect so off to another day of landings. Bill and I saddle up for a short hop to 40N Chester County for a round of T&G's. There is alot of activity at Brandywine this morning,it seems there is a taxiway extension ongoing to tie in runway 9 and lighting along with a future runway width extension. Hats off to the management at Brandywine for really keeping the facility moving forward. OK we're off and its a bit bumpy but not to bad as we make way for Chester County. Runway 29 is the active at 40N so I head south sothwest to allow for a turn that will put me on a 45 for the downwind of 29. I call out my location and eventually enter the pattern. I am no. 2 behind a cherokee if I remember right. Once abeam the cherokee I turn base and prepare to follow them in. Runway clear I add my last notch of flaps cut the power (a little high at this point), hoding it off, I hear the stall horn moaning, then quiet......Ahhhhh hold it off ok.....not to bad. Flaps up, mixture check, fuel check, increase to full throttle and off we go for 4 more rounds. My radio work is ok, except for my initial call in to report my entering a 45 for the downwind ( i said final) DUH! then corrected immediately with a "correction, Cessna 46C entering a 45 for DOWNWIND runway 29, chester county." After releasing the mic button I told my instructor that would cause a pucker factor to me if I was on final. We made our way back to Brandywine and after announcing position entered the pattern and was no. 2 to land. I had to really crab my way in and it felt pretty good, Bill gave me an "atta boy" with good instinctive reactions. We talked a bit after securing the aircraft and I think Wednesday I will fine tune my flairs and Bill seems to think I'm ready to go. WOOO HOOOO.....I'm excited. My goal was to solo as a birthday present to myself. It looks like I'll make that (Dec. 8th). I'm at 22 hours and that includes about 5 weeks off between schools. Looking forward to Wednesdays lesson. As a side note I can now add another airport to the list; KMIV, 1N4, N99, KILG, KVGT, 40N.
Monday, October 31, 2005
What happens in Vegas...Stays in Vegas
Sunday the 30th - Well, after a long flight out (1-hour hold at KPHL for navigational problems) we finally headed to the big "D". Yep, Dallas not a happy place for Eagles fans, but hey I'm a PACKER fan at heart so I was ok. American had our flight rebooked and with a minimum layover and we were headed to Vegas!A short haul to the Bellagio and to get unpacked. Mary and I were on the 11th floor with a view to the west for some great sunsets and we got to see the Rio Casino lights at night. We also had a great view to the south, overlooking the pools and the west side of the strip. Sunday night we also took in a show, Howie Mandell, what a riot. No late first night for me I had a flight out of North Las Vegas the next morning so I turned in. Heck, after thinking about it we were up at 4:30 out east and were finally hitting the hay at midnight in Vegas......I was tired!
We are both up early on the 31st, in anticipation of Mary's first flight with me. We got a taxi to North Las Vegas and had breakfast in Lenards Airport Café. Pretty neat place, signatures from pilots all over the country that were in there. They even had a special wall for the ninety-nines (the lady PIC's). There was a good view of the apron and it seemed to be a busy place. The eats were really good and service was great, we both highly recommend the stop. After a great morning breakfast we had a short walk to the flight school (West Air). Once inside I went through all the paperwork and was ready to go. Our flight was a demo flight /lesson. Mike Matthews was the appointed instructor and we going out in a 2002 Cessna 172 SP. Preflights completed Mary climbed in the aircraft first and buckled in. Mike and I saddled up and I finished with the checklists I then made my call to ground but not over the air. My first time in
class B so I went through the motions and Mike handled the radio. It proved to be a good learning experience. After our run up we were No. 2 in line behind a twin then I had to wait for a Twin Otter to land before I could taxi into position and hold. It was a dead calm day, clear as can be, perfect for Mary's maiden flight with me. We were off in no time, minding the noise
abatement departure and heading out through the Showboat departure designated on the chart. I picked out my landmarks, the stratosphere restaurant, the Vegas strip, Lava Butte, Lake Mead I wanted to know where I was at all times. Traffic was busy, McCarren had Jets non-stop my whole flight and the helicopter traffic was even busier! I found myself performing alot of clearing manuvers and rolling the wings to get a clear view prior to each course change/correction. MAry was clicking away, eating up the pictures as we flew. Mike said I made a nice smooth take off and good coordinated flight which made for a comfortable ride. I'm not sure who had a bigger grin the whole time, me or the bride. We flew over the Hoover Dam andtook some really nice shots and also took a few pictures of the proposed bridge construction that is ongoing. Can't take the Engineer out of the boy to easy!
We made our way back towards VGT with Mike pointing out sights along the way. Off in the distance after clearing Lava Butte at our 2 o' clock was Nellis AFB and just beyond that was the NASCAR facility. Traffic was busy as we passed the Stratosphere and I made my way to enter the downwind at a 45. Ater acknowledging instructions to squak 1200 as we entered the box the VGT tower gave us hell for doing so. After an understood, we were directed to do so we confirmed our downwind extension and would await our call for our base turn. The controller then said he wasn't sure why she told us to squawk that but confirmed that she did. Nothing else was said, it was to busy to yap on the radio. Finally got the call for my base turn after all other traffic cleared. We were turning final now and I was adding my last notch of flaps. Home in sight and my numbers looked good. Mary looked happy and I know I needed to make theis a good landing. I didn't want to scare her the first time up. No cross wind today so it really felt good. Nice and smooth, holding it off, Mike tells me don't let it down yet, hold it off we have alot of runway. I'm thinking I have 3300x50 feet at home, but ok.........VGT runway 12R is 5000 x 75 its like a holiday! Nice flair and nice landing I could not have asked for anything better. Mary had a big smile and I was still wearing that perma-grin too. We taxied to our tie down and I secured the aircraft. I hope the next time out we are renting by ourselves and we will plan a few hops to places of interest. All in all a great first flight for Mary and together we really enjoyed the flight. Thanks to Mike and West Air !!
Saturday, October 29, 2005
It's all coming together...
It is really nice out today. I called for wx at KPTW and 40N winds 340 - 360, 11-14G. Geee I can't wait to battle the crosswind Gods again. All I can picture in my mind is that old movie Jason and the Argonauts with the Gods blowing his boat everywhere ad out of control. Well I guess I can take the wind just hope I don't have to fight those skeleton guys. A busy day today as I prep for Las Vegas. Drop off the truck at Benz for service, drop off the 3 cats at mom-in-laws for the week and the last minute shirts at cleaners, materials for the guy doing the remodeling of the living room (fireplace install) and powder room (all new from the tile up). I decide to really enjoy the day and take the 81 vette out. Ahhhhh.....sure do miss driving her on the week ends. I pack my flight bag and off we go. Arriving at N99 a bit early I get to hang out and listened to the chatter in the office. Some guy talking about best ground speed indicated on the GPS and such. Bill gets in with another student and I get the clipboard and keys for 46C. Preflight all good to go and we saddle up. Today Bill asks if I would like to do some touch and goes at 40N, Chester County G O Carlson or battle the crosswinds at home. I'm feeling pretty sporty after driving the vette today so I offer to stay at home , battle the crosswind Gods and get used to the home airport. Bill seems glad that I took the high road, er....um....road to home. We are off for the first of many T&G's today. Bill advised that he will be the silent passenger today, remember smooth for the passengers and in control. I had really nice smooth control today, nice slips, good touchdowns and roll outs. I did have to back taxi all but once. On my last landing I did loose some airspeed and start to drop on in which I was in control but applied a bit to much back pressure. I nosed up but got it back in place and put it down ok, with right rudder
to get me back to centerline. All in all a great day ! I am starting to feel like I belong in that seat. I am working on looking outside and not fixating on the instruments. I fly smoother when not checking instruments as much and I fly ahead of the plane vs chasing it when my head is inside. Things I need to work on but I finally feel it is coming together.
That's all for now.....I'm off to Vegas. I will be flying monday from 10-12 for a sight- seeing/lesson and then taking the helicopter tour off the canyon with a brunch on the canyon floor on Wednesday. If we have some time I am going to Boulder city to take the thrill ride....yep, loops, rolls and hammerhead stalls I gotta do it !!
to get me back to centerline. All in all a great day ! I am starting to feel like I belong in that seat. I am working on looking outside and not fixating on the instruments. I fly smoother when not checking instruments as much and I fly ahead of the plane vs chasing it when my head is inside. Things I need to work on but I finally feel it is coming together.
That's all for now.....I'm off to Vegas. I will be flying monday from 10-12 for a sight- seeing/lesson and then taking the helicopter tour off the canyon with a brunch on the canyon floor on Wednesday. If we have some time I am going to Boulder city to take the thrill ride....yep, loops, rolls and hammerhead stalls I gotta do it !!
Wednesday, October 26, 2005
First Towered Airport (KILG)
I just booked flight time at North Las Vegas (KVGT). Mary and I will be taking the sight seeing tour but I will be flying and logging time. Very Cool! This will be my first time at a towered airport so I will talk things over with Bill prior to my lesson. I meet up with Bill and get 2746C preflighted. No squawks so on to the start up. As always a crosswind today, but not as strong as most days. Bill and I discuss my plans for Vegas and he decides to take me into KILG New Castle Airport for some first hand ATC talk. Off we go, nice and smooth, I really love that first few seconds as you leave the ground what a rush....every time! At 1200 feet I turn crosswind and climb out to 2500 towards wilmington. This is my first time view from a fixed wing over my own neighborhood. I now have the work location in sight, the Delaware Memorial Bridges. At 10 miles out we contact wilmington, "Wilmington Tower, Cessna 2746C". Wilmington responds and we go back with "Cessna 2746C with X-ray, 10 miles from the NW at 2500 for T&G's" Wilmington instructs us to enter right base for 32, report 3 mile. At the 3 mile out mark we again contact wilmington to report 3 miles as instructed with Wilmington following up with a clear to land 32. Reading back the last instruction Cessna 2746C clear to land 32. First time also with a right base onto final for me, it felt strange but I lined up just fine. It was nice to land on 14-32 since it was my project to repave, light and sign it only a couple of years ago. I wish it was dark so I could see the new lights but all in good time. After a series of really nice touch and go's and stacking in behind a few other aircraft along with crossing the end of runway one with
my head on a swivel as a citation II is inbound only 5 miles out. As I turn final for 32 I can see the Citation low and short final for RW 1 no problems, I'm working my way in 30 degrees flaps and lining up. Heck by the time I get in he'll be parked :)
Flaps up, power full, gentle right rudder.....off we go. This time we are departing to the North and advise Wilmington, also passing along a thanks. I can see the
Nuclear towers way off in the distance near KPTW so I line up on them to take me back towards N99. As I get a bit closer I follow Rt 202 off on my right, now spotting the towers that I use for reference in the 27 pattern. I announce my position to brandywine traffic and my intentions of entering at a 45 for downwind rw 27. I clearly see my water tank and the high school as I turn to about 90 degrees for my downwind. Pattern looks clear as I throttle back and add flaps to
10 degrees, one spin of trim nose up and I'm looking good. I turn base, level, add flaps to 20 degrees and trim nose down a half a spin on the wheel. Looking good so far I add the last 10 degrees of flaps, power back looking like I have 27 made. Air speed drops....starting to drop in I apply to much back pressure and now stall horn, touch of power nose own.....THUMP....Grrrrrrr thump again.....CRAP my first bounce and I am off center to the left. Right rudder....more right
rudder...ok brakes.....slowing down and now needing to back taxi. Not the way I wanted to land at home but I know overall it was a good lesson and I was able to learn some valuable info flying into the tower situation. I'm back up saturday !!!!
my head on a swivel as a citation II is inbound only 5 miles out. As I turn final for 32 I can see the Citation low and short final for RW 1 no problems, I'm working my way in 30 degrees flaps and lining up. Heck by the time I get in he'll be parked :)
Flaps up, power full, gentle right rudder.....off we go. This time we are departing to the North and advise Wilmington, also passing along a thanks. I can see the
Nuclear towers way off in the distance near KPTW so I line up on them to take me back towards N99. As I get a bit closer I follow Rt 202 off on my right, now spotting the towers that I use for reference in the 27 pattern. I announce my position to brandywine traffic and my intentions of entering at a 45 for downwind rw 27. I clearly see my water tank and the high school as I turn to about 90 degrees for my downwind. Pattern looks clear as I throttle back and add flaps to
10 degrees, one spin of trim nose up and I'm looking good. I turn base, level, add flaps to 20 degrees and trim nose down a half a spin on the wheel. Looking good so far I add the last 10 degrees of flaps, power back looking like I have 27 made. Air speed drops....starting to drop in I apply to much back pressure and now stall horn, touch of power nose own.....THUMP....Grrrrrrr thump again.....CRAP my first bounce and I am off center to the left. Right rudder....more right
rudder...ok brakes.....slowing down and now needing to back taxi. Not the way I wanted to land at home but I know overall it was a good lesson and I was able to learn some valuable info flying into the tower situation. I'm back up saturday !!!!
Wednesday, October 19, 2005
First "seat of the pants" flight
What a difference getting right back to it in such short order. I had a 4:30 lesson this evening and it was just gorgeous. I went through the preflight and the Gatts jar dropped out of my pocket while untying the tail. I finished my preflight and went to check the fuel and could not find the jar. My CFI came out and asked if it was in the back of the seat. I said I would swear I had it but I can't find it "now". I'm thinking ok, my CFI thinks I am a nut ticket. I use the "shot glass" testing specialty . Ok, we saddle up and complete the checks and fire N2746C for my flight. Today we will be doing pattern work, yes seems like that's all I do but I need to master this to move on. I taxi out to runway 27 and announce "Brandywine Cessna 2746C departing runway 27 remaining in the pattern brandywine". Wow, what a sun glare!! I can hardly make out the trees at the other end so sun visor down and off we go. Winds out of 220 - 280 at 9 knts gusting 13...of course a cross wind but not all that bad. Geezzz did I say that???
Nice climb out tracking to 290 or so to adhere to the noise abatement until at 1200 then turning crosswind. Ahhhh...better glare is gone, for now. I'm tracking as I did in Millville, picking out some reference points and keeping a good Altitude. Landing one has me slipping with the wings bank slight left and adding right rudder, feels good, looks good, throttle out, hold it off....I'm down. Well not to shabby I guess and I am off for rounds two and three.
My CFI decides to try something different this time, trying to cure my look at the instrument-itis. He wants me to seat of the pants it, listen and look. Get the picture the same each time and the sounds. Bill covers ALL the instruments, that's right nothing to look at but sky. I'm now wondering what the heck am I doing here, am I nuts? Bill gives a lil sinister laugh to break it up and tells me I'll be fine. Well.....um...ok if you say so...and oddly enough I think so too. I taxi out to 27 and turn it in the sun and off we go. Ok...look and listen.....she wants to lift off slight back pressure more right rudder and I am on my way, very smooth. Climb out focusing on my point on the horizon and looking left to see the mansion in the correct location and the housing development in the right place put me near a 280-290 course. Altitude is not there yet, still climbing out looking like my 1200 ALT. I turn crosswind and feel like I am at altitude so I level off and pull back power. Looking for my position and reference point I turn downwind and set up for my landing. Landing/taxi lights on, abeam the numbers, throttle back to 1400 adding 10 degrees of flaps, one spin on the trim for nose up...everything is flowing nice. I check my position and turn base adding 10 more degrees of flaps when level. Looking good....turning final and adding the last 10 degrees of flaps, slight bank left, right rudder, I'm slipping in, nice rate of decent and pitch and speed feel good (at least in my minds eye). Dealing with the sun, keeping lied up, calling my position.....ok looking good throttle back over the numbers now and holding off. I am trying to look down the runway, glare is really bad, I flare to soon causing me to bleed of speed and I drop it on in with a thud. Grrrrrrr......not pretty but I'm in. I call clear and run through my after landing checklist. While pushing the plane back to its final spot the Gatts jar is sitting in the tie down rope for the tail. Yea I feel like a dope but hey at 48 I cant remember why.... It has to get better. I'm on the schedule for Wednesday weather permitting!!!
Nice climb out tracking to 290 or so to adhere to the noise abatement until at 1200 then turning crosswind. Ahhhh...better glare is gone, for now. I'm tracking as I did in Millville, picking out some reference points and keeping a good Altitude. Landing one has me slipping with the wings bank slight left and adding right rudder, feels good, looks good, throttle out, hold it off....I'm down. Well not to shabby I guess and I am off for rounds two and three.
My CFI decides to try something different this time, trying to cure my look at the instrument-itis. He wants me to seat of the pants it, listen and look. Get the picture the same each time and the sounds. Bill covers ALL the instruments, that's right nothing to look at but sky. I'm now wondering what the heck am I doing here, am I nuts? Bill gives a lil sinister laugh to break it up and tells me I'll be fine. Well.....um...ok if you say so...and oddly enough I think so too. I taxi out to 27 and turn it in the sun and off we go. Ok...look and listen.....she wants to lift off slight back pressure more right rudder and I am on my way, very smooth. Climb out focusing on my point on the horizon and looking left to see the mansion in the correct location and the housing development in the right place put me near a 280-290 course. Altitude is not there yet, still climbing out looking like my 1200 ALT. I turn crosswind and feel like I am at altitude so I level off and pull back power. Looking for my position and reference point I turn downwind and set up for my landing. Landing/taxi lights on, abeam the numbers, throttle back to 1400 adding 10 degrees of flaps, one spin on the trim for nose up...everything is flowing nice. I check my position and turn base adding 10 more degrees of flaps when level. Looking good....turning final and adding the last 10 degrees of flaps, slight bank left, right rudder, I'm slipping in, nice rate of decent and pitch and speed feel good (at least in my minds eye). Dealing with the sun, keeping lied up, calling my position.....ok looking good throttle back over the numbers now and holding off. I am trying to look down the runway, glare is really bad, I flare to soon causing me to bleed of speed and I drop it on in with a thud. Grrrrrrr......not pretty but I'm in. I call clear and run through my after landing checklist. While pushing the plane back to its final spot the Gatts jar is sitting in the tie down rope for the tail. Yea I feel like a dope but hey at 48 I cant remember why....
Sunday, October 16, 2005
The first day of school....again
Ok! Finally back in the saddle. I arrived at the airport about 30 minutes early. The great Vince Lombardi said if your were not 15 minutes early to his meetings that he considered you late. I guess that always stuck in my mind and so I am early as a rule. Big day today I fly with a new instructor. I walk in the office and introduce myself and Bill is ready to go. We chat for a short time about where I am in training and if I was following the Cessna DVD program. I go through
the paperwork and I'm soon off to the flight line with keys and clipboard in hand. I also took the full flight bag today, not knowing what to expect at a new school. I work my way through the check list and use my new step stool from Sportys. It worked pretty well and Bill seemed to like it. We climbed in and proceeded with the before start up check list through completion. N2746C came to life and we were ready to have at it. I needed to learn my way around this aircraft
it wasn't 219J, she is different. Before I knew it I was taxing out to 27. In the preflight I mentioned that I called 40N for their weather update and numbers. Chester County (13 miles W) AWOS advised winds 280-290 at 9 knts gusting 13 and Alt 29.77. I had my knee board with the AOPA printout for Brandywine so I was ready. I knew about the noise abatement procedures off 27 through to 1200 msl requiring a slight course adjustment. First go rounds were to get the rust off, yes in just a months time I felt rusty. All of a sudden i was worried about taxing like some drunk sailor and not performing like Dave had instructed me. On the following take off and landings I felt a bit more confident. The takeoffs were good, pattern work was tighter as I picked out points of reference along the way. I did get the "My Airplane" one time from Bill my new instructor as we were on short final during the second landing. I was scanning instruments and getting that visual for my landing point when the wind literally stopped then gusted right to left! It really felt like we just got hit hard in the face with a gust or we were suspended for a brief moment. Being at a reduced power stage looking at my touchdown point the plane started to bank left and almost wanted to nose over, I banked right and added right rudder along with power as Bill took control adding more power and bringing us level in an instant. I touched down long but on center and found it a bit difficult sit comfortably, yeah That's right a serious pucker factor. As we taxied back for another round Bill walked me
through each step of what happened. He pointed out what I did right and what I needed to do a bit quicker (power). I was ready for that on the next landing. I went to 20 degrees flaps only on the next approach, a bit more speed made for a smoother landing.
The new flight school seems to be a busy place. There are more instructors then my previous school, and a varied selection of aircraft to train in. I am going to keep with the Cessna 172 for my training. Although the Piper low wing may have a few lessons with my name on them, ok down the road a bit in prep for the Beech Sundowner we want to eventually own. There will be some adjustments for me, runway length 6000 vs 3300 at Brandywine and the hardest to get used to 150' runway width vs 50' at Brandywine. The whole picture in my mind for landing is different. The first few landings reminded me of landing at woodbine, no room for error. I guess I was spoiled! I think the new dimensions will help keep me focused and actually provide me with better training for those cross country flights down the road. All in all a fun day today the feet were not acting like bricks and the cross wind Gods had their fun too. I will be getting back to the twice a week lesson routine and hopefully advancing to finally solo at some point. I'll be back up on the 19th and then on the 22nd. I'm keeping my fingers crossed for continued blue skies!!
the paperwork and I'm soon off to the flight line with keys and clipboard in hand. I also took the full flight bag today, not knowing what to expect at a new school. I work my way through the check list and use my new step stool from Sportys. It worked pretty well and Bill seemed to like it. We climbed in and proceeded with the before start up check list through completion. N2746C came to life and we were ready to have at it. I needed to learn my way around this aircraft
it wasn't 219J, she is different. Before I knew it I was taxing out to 27. In the preflight I mentioned that I called 40N for their weather update and numbers. Chester County (13 miles W) AWOS advised winds 280-290 at 9 knts gusting 13 and Alt 29.77. I had my knee board with the AOPA printout for Brandywine so I was ready. I knew about the noise abatement procedures off 27 through to 1200 msl requiring a slight course adjustment. First go rounds were to get the rust off, yes in just a months time I felt rusty. All of a sudden i was worried about taxing like some drunk sailor and not performing like Dave had instructed me. On the following take off and landings I felt a bit more confident. The takeoffs were good, pattern work was tighter as I picked out points of reference along the way. I did get the "My Airplane" one time from Bill my new instructor as we were on short final during the second landing. I was scanning instruments and getting that visual for my landing point when the wind literally stopped then gusted right to left! It really felt like we just got hit hard in the face with a gust or we were suspended for a brief moment. Being at a reduced power stage looking at my touchdown point the plane started to bank left and almost wanted to nose over, I banked right and added right rudder along with power as Bill took control adding more power and bringing us level in an instant. I touched down long but on center and found it a bit difficult sit comfortably, yeah That's right a serious pucker factor. As we taxied back for another round Bill walked me
through each step of what happened. He pointed out what I did right and what I needed to do a bit quicker (power). I was ready for that on the next landing. I went to 20 degrees flaps only on the next approach, a bit more speed made for a smoother landing.
The new flight school seems to be a busy place. There are more instructors then my previous school, and a varied selection of aircraft to train in. I am going to keep with the Cessna 172 for my training. Although the Piper low wing may have a few lessons with my name on them, ok down the road a bit in prep for the Beech Sundowner we want to eventually own. There will be some adjustments for me, runway length 6000 vs 3300 at Brandywine and the hardest to get used to 150' runway width vs 50' at Brandywine. The whole picture in my mind for landing is different. The first few landings reminded me of landing at woodbine, no room for error. I guess I was spoiled! I think the new dimensions will help keep me focused and actually provide me with better training for those cross country flights down the road. All in all a fun day today the feet were not acting like bricks and the cross wind Gods had their fun too. I will be getting back to the twice a week lesson routine and hopefully advancing to finally solo at some point. I'll be back up on the 19th and then on the 22nd. I'm keeping my fingers crossed for continued blue skies!!
Thursday, October 13, 2005
Patience, Patience, Patience
October 8, 9, 13
The last three lessons have all been "no go" weather days. I hope I am scheduled back in the air Sunday the 17th. It's been a month since I was last up. I wonder is this the part of the training that teaches patience? It looks like we are finally going to dry up and get some nice weather. I am excited about flying out of Brandywine. I am not sure about rotating through instructors, that seems to me like it will cost me more time and money. I guess I'll see how the schedule works out and try to lock in with one person. I'm getting a bit frustrated with the whole thing to be honest. I know nothing comes easy and that's ok, I just wish I could get back on a regular schedule and keep the learning curve going in the right direction. I hope to have a good report
after Sundays flight !
The last three lessons have all been "no go" weather days. I hope I am scheduled back in the air Sunday the 17th. It's been a month since I was last up. I wonder is this the part of the training that teaches patience? It looks like we are finally going to dry up and get some nice weather. I am excited about flying out of Brandywine. I am not sure about rotating through instructors, that seems to me like it will cost me more time and money. I guess I'll see how the schedule works out and try to lock in with one person. I'm getting a bit frustrated with the whole thing to be honest. I know nothing comes easy and that's ok, I just wish I could get back on a regular schedule and keep the learning curve going in the right direction. I hope to have a good report
after Sundays flight !
Friday, October 07, 2005
A new chapter begins at N99
Well, it's been a few weeks (3 to be exact) since I have been flying. My CFI was involved in an engine out accident after takeoff with a pilot/student flying his own aircraft. Thankfully they both walked away, and that's my main concern. However, My CFI will be out for another 3 weeks in PT, no not physical therapy, physical torture! Can you tell I have been down that road a time or two? I am happy to say that my CFI is in good spirits and making progress. I on the other hand can best be described as jones'in for a fix......yes I miss flying really bad. So, in order to keep on a good pace and not fall backward I decided to check out Brandywine Airport (N99) and continue my lessons. Brandywine is only 12 miles from the house a rather short drive and located in a very nice area. KMIV was about an hour away from home, but the folks were great and the scenery was fantastic. I'll miss looking out over the Delaware Bay and looking towards Atlantic city and the coast.
I was scheduled for Saturday morning, the 8th, but due to the weather I was canceled out. Hmmmmmm...not a great way to start. I am rescheduled for Sunday the 9th at 4pm, so I have been getting acquainted with as much of N99 as possible. Runway length, CTAF freq, Unicom, WX briefing, traffic pattern and TPA, Approach Procedures, Special Take-Off Minimums and whatever else I can get my hands on or locate via the internet, AFD, charts and so on. Yes, I got it bad I need to get back flying! I want to make sure I am prepared, I wouldn't want to let my previous CFI down. I'll update ASAP sunday evening.
Saturday, September 17, 2005
Who needs "stinkin' flaps...
What a crazy day, bright and sunny here in Delaware and overcast and ground fog in Millville NJ. Ok, the bride and I decide since we have time to wait out the weather we will hit the Flight Line to have a bite to eat. Not to busy at 7:45 am, but we do notice Dave (CFI) eating breakfast with his son. Mary and I pull up to a table next to them. After some good eats we head back over to Big Sky and park it in the pilot lounge waiting for the ground fog to burn off. About 9 am it looked promising so I headed out for my pre-flight. Dave soon joined me and we saddled up for some T&G's today. I tried a different position today with my seat a tab farther back then normal, hoping that this would help with my rudder controls. Today runway 10 is the ticket out of town, so I taxi out and complete my run up. There is a slight cross wind from my 3 o' clock so holding the yoke full right and slowly rotating to level as 5219J lifts off. adding right rudder
to keep on heading I climb out to about 600 then turn cross wind. Still climbing, i look back over my shoulder at the runway end about at a 45 so I turn downwind with the focus on giving myself room. I am looking for that same picture every time of the runway at 3/4 up the strut. Downwind looking good staying on heading I add carb heat as I pass by midfield and pull the power back to 1500 rpms as I look for my position for my base turn. Yep, you got it, no flap landings today. I complete my base turn and pull the power back even more to around 1200. Turning final I pull the power all the way out (keeping hand on throttle today) I am making slight corrections looking good. I seem to always line up left of centerline. Looking down the runway holding it off......holding....then I let it down ....GRRrrrrrrr.... Dave reminds me that I don't have to fly it down, bleeding off that airspeed will settle the plane in just fine without the thud. Dave tells me that I must continue to fly the plane all the way until we tie down. I make two more landings no flaps then get back to my regular landings. Dave has me aligning myself right of center line as I come in for the remainder of the day. Strange but I seem to be over the centerline now. I'm beginning to wonder if its my eyes....Dave says it's my perception of driving the car looking over the hood and I am still applying that same thing to looking over the cowling.
I need to adjust my focus and get aligned. Dave seems to think I worked myself past the "rudder plateau" today so that's a good thing now if next lesson I can ace my landings to back that statement up. All in all a fun day. I joked about stressing over last second rudder controls and told dave I was going to kick my shoes off and fly barefoot. He said he knows of a guy that does that. Hmmmmmmm...something to ponder.
to keep on heading I climb out to about 600 then turn cross wind. Still climbing, i look back over my shoulder at the runway end about at a 45 so I turn downwind with the focus on giving myself room. I am looking for that same picture every time of the runway at 3/4 up the strut. Downwind looking good staying on heading I add carb heat as I pass by midfield and pull the power back to 1500 rpms as I look for my position for my base turn. Yep, you got it, no flap landings today. I complete my base turn and pull the power back even more to around 1200. Turning final I pull the power all the way out (keeping hand on throttle today) I am making slight corrections looking good. I seem to always line up left of centerline. Looking down the runway holding it off......holding....then I let it down ....GRRrrrrrrr.... Dave reminds me that I don't have to fly it down, bleeding off that airspeed will settle the plane in just fine without the thud. Dave tells me that I must continue to fly the plane all the way until we tie down. I make two more landings no flaps then get back to my regular landings. Dave has me aligning myself right of center line as I come in for the remainder of the day. Strange but I seem to be over the centerline now. I'm beginning to wonder if its my eyes....Dave says it's my perception of driving the car looking over the hood and I am still applying that same thing to looking over the cowling.
I need to adjust my focus and get aligned. Dave seems to think I worked myself past the "rudder plateau" today so that's a good thing now if next lesson I can ace my landings to back that statement up. All in all a fun day. I joked about stressing over last second rudder controls and told dave I was going to kick my shoes off and fly barefoot. He said he knows of a guy that does that. Hmmmmmmm...something to ponder.
Tuesday, September 13, 2005
Feet with the program
A taste of summer returns for my landings today. We saddle up for a round of T&G's in N5219J and head out on Runway 28. Dave spares me the cross wind landings today as we head over to Woodbine 1N4. I fly across mid field and turn right to circle and enter at a 45 for down wind runway 19. I find my self cutting the base on to final short which makes for corrections and set up for landing a bit quicker pace. Round one in the book with better rudder control but a allowing airspeed to drop a bit to much, requiring a touch of power so I don't fall in the tress. Grrrrrrrr.....the feet finally are on board and my airspeed is off. Round 2 - 4 follow pretty much the same with rudder corrections better and airspeed a problem. I'm making a mental note landing with 30 degree flaps. Time flys by as we head back to Millville for a full stop landing. I enter left base for runway 28 after giving myself plenty of room from base to final. Plenty of time to set up for landing, airspeed good (finally) rate of decent good and Alt looking good. I come over the numbers....rudder controls gentle........airspeed to low....power...power....smooth and touchdown. We taxi back to tie down and call it a day. As I clean out my belongings and tie
219J down I feel frustrated with my lack of progress. I'll be back at it Thursday if the weather permits if not saturday. I need to ace this landing stuff. I want to take off...fly a great pattern (without creeping in) and just line up and set her down. Maybe I need to stop thinking so much,and just let it happen. I keep asking myself is it me or do other students go through this too? I hope thursday is a better day.
219J down I feel frustrated with my lack of progress. I'll be back at it Thursday if the weather permits if not saturday. I need to ace this landing stuff. I want to take off...fly a great pattern (without creeping in) and just line up and set her down. Maybe I need to stop thinking so much,and just let it happen. I keep asking myself is it me or do other students go through this too? I hope thursday is a better day.
Saturday, September 10, 2005
Special Sightings
Another fantastic day, mid 80's humidity low and a nice breeze. My lovely bride makes the trip with me to Millville for my lesson. Along the way we make a stop in Alloway to stroll through the Antique shops and another stop closer to Bridgeton. We did take the ML320 instead of the Corvette but Mary was easy on me today.
We made a quick stop at the Cornerstone for lunch. After some refreshing Ice Tea and a BLT each I headed back to the ML to grab my headset and log book. Mary walked out to the aircraft with me as I started my pre flight a bit out of order. I checked both tanks for fuel and performed the fuel tests. Everything looked good so I proceeded with my pre flight. Mary did not want to distract me so she headed back into Big Sky to read a magazine she brought along. I finished up the pre flight and saddled up for another fun round of T&G's. As I taxied out Dave and I discussed some of the things for today's lesson and he informed me he met Mrs. Gary.
I laughed and said Mary was excited about watching today but once she took a look inside the 172 she had that look.....the you want me to get in that lil box and fly where look. Dave chuckled and said she would be fine...if she wanted to see a small cockpit we could take her in the hangar and show her (I forget what airplane he rattled off) really small. Ok time for the run up the to taxi to hold short for one ahead of me departing RW 10. Ok, Runway clear I notify Millville traffic that Cessna 50129J is departing RW 10. Not a bad take off, could have used a bit more rudder. We're off and climbing out to 600 then turning cross wind and climbing out to pattern Alt 1000. Turning downwind I am a bit to close and bank out left to give myself some room. I point the nose to a heading of 290 to keep my ground track correct. Abeam the numbers it's carb heat and reduce power to 15-1700 and add a notch of flaps. I turn base to soon and try to correct by turning out and re-aligning myself. This only compounds my mistake by turning final a bit late and now wide of the runway. With some banking and rudder I manage to align myself on centerline but find myself a bit high. With a slight extension and a not so long look down the runway I drop in with a thud and roll out rather quickly. I guess the flapper valve let loose and I come across the intercom with a oh S*#* that was terrible. Dave says taxi to Alpha and call down and clear. I follow his instructions and he says....now take a deep breath regroup and lets give it another go. Dave reminds me gentle corrections fly the pattern and put myself in the right position fly ahead of where your at. The quick turn to base put me behind my thought process and where I should have been physically and mentally. I think we did at least another 4 cycles with me calling one missed that I was to fast and a tad high and then crossed up with over correcting rudder. I rather go around then drop in or chance a side load on the gear that would not be safe or do much for my confidence or learning curve. After the final landing we taxied back and Dave insisted that it will all come together and that maybe I was just thinking to much.
One of the bright moments that I am adding here one day after the fact is my Eagle sighting and taxi companion. That's right As I was climbing out to 1000 and turning downwind for runway 10 I saw a large bird crossing from my 1 o'clock to my 11 o' clock and turning to lead my downwind. I caught a glimpse of sunlight of it's tail and noticed it was white (I'm thinking noway). This bird breaks hard left screams past my 9 o' clock full view Bald Eagle looking magnificent ! WOW! Very cool......made my day! My second bright spot was after my full stop and taxi I held short for a Gulfstream to pass by. As I look to check out its Tail number
(only because it has the same markings as Air Force 1) It carries "N1" . Well Ok then, I'm thinking I guess I can follow that aircraft until I reach my tie down.
Mary still had that look on her face when she met me after I secured the aircraft. One of the guys inside tossed me the keys to N346BS the 2004 Cessna 172 so that MAry could see the spacious newer 172's. She gave it a look ad really like the "modern" look and she seemed to ease her concerns. We headed back into the building and she again reaffirmed that she wants to do the companion course........I felt much better hearing that. All in all a great day with my wife and
I managed to get through another round of T&G's. I SO look forward to finally getting landings down with out any problems.....in time tiny grasshopper. I'm on the board for tuesday night after work, I can't wait to saddle back up and have at it again!
We made a quick stop at the Cornerstone for lunch. After some refreshing Ice Tea and a BLT each I headed back to the ML to grab my headset and log book. Mary walked out to the aircraft with me as I started my pre flight a bit out of order. I checked both tanks for fuel and performed the fuel tests. Everything looked good so I proceeded with my pre flight. Mary did not want to distract me so she headed back into Big Sky to read a magazine she brought along. I finished up the pre flight and saddled up for another fun round of T&G's. As I taxied out Dave and I discussed some of the things for today's lesson and he informed me he met Mrs. Gary.
I laughed and said Mary was excited about watching today but once she took a look inside the 172 she had that look.....the you want me to get in that lil box and fly where look. Dave chuckled and said she would be fine...if she wanted to see a small cockpit we could take her in the hangar and show her (I forget what airplane he rattled off) really small. Ok time for the run up the to taxi to hold short for one ahead of me departing RW 10. Ok, Runway clear I notify Millville traffic that Cessna 50129J is departing RW 10. Not a bad take off, could have used a bit more rudder. We're off and climbing out to 600 then turning cross wind and climbing out to pattern Alt 1000. Turning downwind I am a bit to close and bank out left to give myself some room. I point the nose to a heading of 290 to keep my ground track correct. Abeam the numbers it's carb heat and reduce power to 15-1700 and add a notch of flaps. I turn base to soon and try to correct by turning out and re-aligning myself. This only compounds my mistake by turning final a bit late and now wide of the runway. With some banking and rudder I manage to align myself on centerline but find myself a bit high. With a slight extension and a not so long look down the runway I drop in with a thud and roll out rather quickly. I guess the flapper valve let loose and I come across the intercom with a oh S*#* that was terrible. Dave says taxi to Alpha and call down and clear. I follow his instructions and he says....now take a deep breath regroup and lets give it another go. Dave reminds me gentle corrections fly the pattern and put myself in the right position fly ahead of where your at. The quick turn to base put me behind my thought process and where I should have been physically and mentally. I think we did at least another 4 cycles with me calling one missed that I was to fast and a tad high and then crossed up with over correcting rudder. I rather go around then drop in or chance a side load on the gear that would not be safe or do much for my confidence or learning curve. After the final landing we taxied back and Dave insisted that it will all come together and that maybe I was just thinking to much.
One of the bright moments that I am adding here one day after the fact is my Eagle sighting and taxi companion. That's right As I was climbing out to 1000 and turning downwind for runway 10 I saw a large bird crossing from my 1 o'clock to my 11 o' clock and turning to lead my downwind. I caught a glimpse of sunlight of it's tail and noticed it was white (I'm thinking noway). This bird breaks hard left screams past my 9 o' clock full view Bald Eagle looking magnificent ! WOW! Very cool......made my day! My second bright spot was after my full stop and taxi I held short for a Gulfstream to pass by. As I look to check out its Tail number
(only because it has the same markings as Air Force 1) It carries "N1" . Well Ok then, I'm thinking I guess I can follow that aircraft until I reach my tie down.
Mary still had that look on her face when she met me after I secured the aircraft. One of the guys inside tossed me the keys to N346BS the 2004 Cessna 172 so that MAry could see the spacious newer 172's. She gave it a look ad really like the "modern" look and she seemed to ease her concerns. We headed back into the building and she again reaffirmed that she wants to do the companion course........I felt much better hearing that. All in all a great day with my wife and
I managed to get through another round of T&G's. I SO look forward to finally getting landings down with out any problems.....in time tiny grasshopper. I'm on the board for tuesday night after work, I can't wait to saddle back up and have at it again!
Tuesday, September 06, 2005
Review time (turns)
A fantastic day today, low 80's, no humidity, blue sky with a few clouds here and there just to give some perception of depth. I preflight 5219J and saddle up for what I think will be another round of T&G's. After listening to the weather and setting appropriate instruments I begin a taxi to R/W 10. Upon completion of my run up with all systems "go" I advise Millville traffic of my intentions. A smooth take off brings a "good job" from my CFI followed by "lets head out
to the practice area for some review". I climb out to 600 and turn out right to the south for some medium and steep banked turns. I seemed to drop about 70 to 100 feet during my first steep bank right 360 degree turn and roll out a bit late. What was that rule....roll out 50% of your bank angle early to hit your heading?? Lets see, 45 degree bank should be 22 or so, lets make it 25 degrees and work with that. After a series of left and right 360's my steep bank turns are back in good form. On to medium bank turns and slow flight work. After so many rounds of T&G's slow flight seems like s l o w m o t i o n. This review lesson also covered approach and departure stalls.
Where did the time go? I take a heading up for Millville which is clear to see at my 11 o' clock and enjoy the flight back. Off to my 10 I see a bright shinney object, thinking it was an aircraft at first I call it out to Dave and ask why theses people don't use radios. Dave makes contact and says we'll track it then gives a lil laugh. He said sure does look like he's not moving......it's the sun reflecting causing that bright glare. LOL....well that was a first for me, I've never seen anything like that nor did I expect it that far away. Dave informed me that the Borgota in Atlantic city can get really bad at times causing the same glare.
I report Millville traffic.....Cessna 5219J crossing midfield mid field at 1500 RW 10-28 Millville traffic. I check the wind sock off to my left and its looking like runway 10 is the ticket. I guess it will have to be since my lighting contract just NOTAM'ed 14-32 out for the next 3 weeks. Ok now entering downwind and announcing to millville traffic. checking my position I am squared up nicely (no creeping in) as I am abeam the numbers I reduce power and add a notch of flaps and checking left while announcing position I turn left base. Position looking good, adding flaps to 20 degrees I call out my position as I turn final. Oh lined up nice..... speed good, rate of decent good, power off and then I make the mistake of taking my hand off the power and put it on the yoke. ....catching myself I reach over and confirm with a glance taking my eyes off my point of reference down the runway. Oh but it was just a "quick" look for the control......I look back up and that fast I am off center and now adding back pressure to keep my point of reference in my minds eye from moving all over the windscreen. Adding left rudder (back to the feet of bricks) i over correct and come back with right rudder. "It ain't pretty" as the saying goes but I made the best of it with a tad of side load 5219J rolls out to the first taxiway. I call down and clear then go through and complete the after landing check list. As we begin to taxi to the tie down we review my landing. As I figured mistake number one which caused things to "snowball" was removing my hand from the power, that started it all in motion. And in order to recover I went back to the feet of bricks (my term) Dave is way patient and professional to bust my chops that bad. He explains about following the same procedures looking for the same view, seeing the same picture every time, that consistent makes better. Good news is that I did well on the take home test.
Next lesson is saturday, weather is looking really nice and I am taking my bride with me for a day of breakfast out at the airport, she will watch the T&G's and the rest of the day antique shopping. We are even taking the ol' gal (my 81 corvette) out for the day. This serves a few needs.....one, to get the car out and put a few miles on it, two, can't fit many antiques in it (lol).
to the practice area for some review". I climb out to 600 and turn out right to the south for some medium and steep banked turns. I seemed to drop about 70 to 100 feet during my first steep bank right 360 degree turn and roll out a bit late. What was that rule....roll out 50% of your bank angle early to hit your heading?? Lets see, 45 degree bank should be 22 or so, lets make it 25 degrees and work with that. After a series of left and right 360's my steep bank turns are back in good form. On to medium bank turns and slow flight work. After so many rounds of T&G's slow flight seems like s l o w m o t i o n. This review lesson also covered approach and departure stalls.
Where did the time go? I take a heading up for Millville which is clear to see at my 11 o' clock and enjoy the flight back. Off to my 10 I see a bright shinney object, thinking it was an aircraft at first I call it out to Dave and ask why theses people don't use radios. Dave makes contact and says we'll track it then gives a lil laugh. He said sure does look like he's not moving......it's the sun reflecting causing that bright glare. LOL....well that was a first for me, I've never seen anything like that nor did I expect it that far away. Dave informed me that the Borgota in Atlantic city can get really bad at times causing the same glare.
I report Millville traffic.....Cessna 5219J crossing midfield mid field at 1500 RW 10-28 Millville traffic. I check the wind sock off to my left and its looking like runway 10 is the ticket. I guess it will have to be since my lighting contract just NOTAM'ed 14-32 out for the next 3 weeks. Ok now entering downwind and announcing to millville traffic. checking my position I am squared up nicely (no creeping in) as I am abeam the numbers I reduce power and add a notch of flaps and checking left while announcing position I turn left base. Position looking good, adding flaps to 20 degrees I call out my position as I turn final. Oh lined up nice..... speed good, rate of decent good, power off and then I make the mistake of taking my hand off the power and put it on the yoke. ....catching myself I reach over and confirm with a glance taking my eyes off my point of reference down the runway. Oh but it was just a "quick" look for the control......I look back up and that fast I am off center and now adding back pressure to keep my point of reference in my minds eye from moving all over the windscreen. Adding left rudder (back to the feet of bricks) i over correct and come back with right rudder. "It ain't pretty" as the saying goes but I made the best of it with a tad of side load 5219J rolls out to the first taxiway. I call down and clear then go through and complete the after landing check list. As we begin to taxi to the tie down we review my landing. As I figured mistake number one which caused things to "snowball" was removing my hand from the power, that started it all in motion. And in order to recover I went back to the feet of bricks (my term) Dave is way patient and professional to bust my chops that bad. He explains about following the same procedures looking for the same view, seeing the same picture every time, that consistent makes better. Good news is that I did well on the take home test.
Next lesson is saturday, weather is looking really nice and I am taking my bride with me for a day of breakfast out at the airport, she will watch the T&G's and the rest of the day antique shopping. We are even taking the ol' gal (my 81 corvette) out for the day. This serves a few needs.....one, to get the car out and put a few miles on it, two, can't fit many antiques in it (lol).
Thursday, September 01, 2005
The "take home" solo written
Finally a nice day !! I can't wait to fly today. I must have checked the METAR at least 20 times. I walk into Big Sky and the aircraft I fly is out on a XC with a student. I decide to wait for a few minutes then decide to fly top of the line 2004 172s, N346BS. Ok new headset in hand (DC 13.4S) clipboard and keys I'm off to preflight. Preflight complete and getting ready to saddle up I see 5219J turning to the apron and maneuvering to a tie down next to me. Dave asks what I would like to fly and I said I preflighted this bird so that's what I am flying, if he was ok with that (of course). He was so we taxi out. Instructions today are to takeoff and maintain runway heading to pattern ALT the turnout South to the practice area to get familiar with 46BS. Ok run up complete, this birds got some pep ! Millville Traffic.....Cessna 346BS departing 28 millville traffic. Full throttle, right rudder we're off. A quick climb out to 1000 MSL followed by a turn out to the South for the practice area. I work on medium bank turns and a few shallow turns. Dave inquires if I am ready for pattern work in BS, well heck yeah !! Ok, I gave him a yes lets have at it but I felt the Hell yes inside! I turn to MIV and set up for a 45 entry to the downwind for 28. I feel loose, I made at least 100 landings in my mind since my last lesson, talking and going through the motions. I am thinking, calm, gentle....don't break the eggs on the rudder controls. Dave takes the radio work so I can concentrate on my landings, I think next week I want to get back to all the radio work too. Ok turning final and looking good.....speed 70 knts, rate of decent 500 and ALT is just falling to 700. Slight wing dip right for the cross wind with a gentle left rudder, cross wind pushing me to center line very nice. Power already off over the numbers now....looking down the runway...holding off.....holding.... right main down......left main down...bleeding off speed....stall horn.......gentle touch down with the nose wheel!!!!! Yeah! that's what I'm talking about...man that felt great. No time to celebrate...flaps up full throttle and off again as I pass through 70 knts.
The remaining 4 touch and go's went very well. NO frustration today. My pattern work is starting to be consistent and alignment for final is looking better. Today I just kept thinking gentle...light grip.....see it land......in my minds eye it was perfect....follow Dave's instructions....so it really seemed more controlled, more stable It reminds me of riding horses. If you invision yourself taking jumps or working horses into a pen your body seems to take on the correct position and send the correct signals to the horse. I've reached the conclusion that landings take on some of the same rules. If you invision it in your minds eye your body follows what you've learned with out all that thinking. :) Hmmmmm...maybe that light just came on ! I must have done something right, Dave handed me the take home solo written.
The remaining 4 touch and go's went very well. NO frustration today. My pattern work is starting to be consistent and alignment for final is looking better. Today I just kept thinking gentle...light grip.....see it land......in my minds eye it was perfect....follow Dave's instructions....so it really seemed more controlled, more stable It reminds me of riding horses. If you invision yourself taking jumps or working horses into a pen your body seems to take on the correct position and send the correct signals to the horse. I've reached the conclusion that landings take on some of the same rules. If you invision it in your minds eye your body follows what you've learned with out all that thinking. :) Hmmmmm...maybe that light just came on ! I must have done something right, Dave handed me the take home solo written.
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