THURSDAY MAY 25, 2006
Wx for this review/mock checkride was not looking good. I got to the school early and finished up my preflight as my CFI walked toward the plane. We discussed the review and I made way for the run up area. I was instructed to depart Brandywine for Norfolk at 3000'. I climbed out on crosswind and bugged for 190*. I ID'ed the DQO VOR and direct TO was also 190*. I was on course and climbing to altitude. With the nod of approval I am instructed to head out for maneuvers. I turn out west which will put me south of 40N Chester county airport.
First up is slow flight, having flow each maneuver countless number of times in my head I try not to think but to let things flow, afterall I AM the PIC. Ok here we go, first up a 90* clearing turn in each direction, area clear. Holding heading (over farms) I slow to 1500 rpm, hold nose level and bleed of speed at 95kts I add the first notch of flaps followed by the second at 85 kts and third at 80kts. Adding a touch of power to hold us at altitude 3000 I begin a series of turns, along with straight and level. Once straight and level my CFI asks for a power off stall, checking alt and my area for traffic I set up for straight and level then power off and nose level. Increasing back pressure stall horn starting more back pressure and there she goes! Yoke forward, holding below horizon, full power, rudder if needed to correct a start of a spin. Gaining speed, taking out first 10* of flaps, hand back on throttle, gaining airspeed taking out second notch of flaps followed by the same transfer of right hand throttle to flaps and we are all cleaned up and straight and level.
Next up power on stalls. This is to simulate a sneaky departure stall. Ok power back to 1500, slowing to 70 kts then nose up while increasing power to 90% and adding right rudder to keep coordinated. Adding back pressure and she breaks, a quick yoke forward just below the horizon holding to gain airspeed, rudder if needed to correct the start of a spin followed with a gentle nose up to straight and level.
Next up steep bank turns. Keeping my course over the less populated areas while performing maneuvers is always the correct procedure. I check my location set up by picking a reference point and setting the heading bug. This roll out needs to be +- 5* . When I am ready and after clear left, I bank to 45* quickly adding 3 swipes of nose up trim and make a nice left steep bank turn rolling out on course. Now time for the right, I set myself up and bank right 45* with the 3 swipes of trim I am still loosing alt.......I tend to not hold enough back pressure while leaning forward to look out to my right, something I need to work on. I roll out abut 10 degree's past and I am 100' low. Not happy because that would be a bust so I am instructed to ask if I can perform that maneuver again since I did not do well, I know the Examiner does not owe me that, I just hope he gives me that second shot. Off I go for round two, adding a bit more trim I hold altitude well and roll out on target.
My CFI wants me to do a shortfield landing at Chester County. I align myself for a 45* entry for downwind runway 29 and make the appropriate calls. I can't remember if he pulled the power here or not, I think so. I trimmed for best cruise, naturally went for runway 29, tried restart procedures then simulated a call to traffic at 40N. I made the field and just about wheels down he said go around. Full throttle off we go working to hold 60kts with all that trim in. I actually took out the first notch of flaps to soon so that was a bad thing held on to my climb and cleared obstacles then removed the next two notches of flaps as my airspeed increased.
Time to head for home! My CFI instructed me to head to MXE VOR direct on a 270 radial. I climb to altitude and know that I left 40N on runway 29 so MXE is behind me to the east. I correct the reverse sensing and note I need a "TO" heading as I dial in the 90 degree heading.
Engine out time, my CFI pulls the power. I'm at 2800' not able to make 40N. run through all the engine out procedures and pick a clearing I actually saw at my 5 o' cock that we just flew past. I banked right to set up a base entry for the field while trying the restart procedures. I simulate a mayday call with call, problem and location. turning final for the field I add flaps and work my way in adding second notch of flaps. I am instructed to go around and head for home.
Climbing out and getting back on course I eventually see my reference points to enter at a 45* to Brandywine. I announce my 45 entry for downwind 27 4 miles from the south west. Yeah! I finally remembered to give my direction. As I call out the downwind entry and go through my checklists my CFI pulls the power again! I flow through the ABC's routine and cut the downwind short turning base then final adding flaps I am way high, not good, would have overshot. I am instructed to go around. I am frustrated that I blew that, that could have been my checkride and I would have failed. To make matters worse I go around again early with the first notch of flaps. Grrrr......starting to get ticked that I am coming apart. I turn crosswind and downwind on target, running through my landing checklist. I am about 70 kts looking good as I turn base to final then I don't pull the power soon enough and am high and fast. I add the last notch of flaps and slip when my CFI says the dreaded my plane. Ughhh, my heart sinks I could really scream (an obscenity I am sure) and he crabs this baby right to the ground turns parallel at the last moment and lands us. This is the first landing in my 230 plus landings that my CFI took control. I didn't say a word, I was to ticked. I back taxied us to clear of the active and went through my after landing procedures. As I taxied back to the tie down he said lets talk about what was wrong with that landing. I thought to myself nothing you aced it ! I wish I could do that! We talked about my pattern and it was fine, where I went wrong was not pulling the power sooner and that's what got me in trouble. My CFI said I know you can do it and land it, there was no reason to run up lesson time and the co$t. I agree but "I" wanted to correct what I did I didn't care about the cost.
I really need some practice time alone in the plane. I know it will help my confidence. I am going to try and schedule Saturday afternoon and Sunday afternoon. I hope next week I will be ready for my checkride. I will continue to read the oral test prep book with hopes of doing well on that portion of the exam.
Have a safe Memorial day !!
Friday, May 26, 2006
Tuesday, May 23, 2006
Cleaning up the Maneuvers...
MONDAY MAY 22, 2006
Monday finds a 4:00 lesson on the calendar ! Bill and I chat about the checkride, reviewing the groundschool/oral test prep and a mock checkride. I am feeling pretty good today as I complete the preflight and run up. Bill asks for a shortfield takeoff so at the hold short I run through my last checks and add a notch of flaps. He also instructs me to climb to 3000 feet and proceed to my first checkpoint as if heading towards KSBY. Ok, I am armed with my headset, logbook a mini flashlight in my headset bag and my checklist. Feeling unprepared and not sure it was intended that way but that's how I felt, I simply tuned in the DQO VOR at 114.00 ID'ed it and set my heading to south which I had set up on my CDI. Bill asked what the airspace was and limits. I responded the outer ring of the class Bravo for PHL is 4000 feet, We will be well clear at 3000 and as we make our first checkpoint KILG we will be clear of the class Bravo. Heheheh......I was ready. Once in sight of our checkpoint he asked me to proceed in a safe direction to perform maneuvers. I picked the southern practice area located southwest of 40N Chester County. First maneuver he asked for was slow flight. Here comes the brain fart! I check left and right but did not perform a clearing turn. My CFI made mention of the shortest checkride or something to that effect. Yikes, I said lets do a clearing turn here and I went 90* left and then right, NOW I was ready.
Slow flight was first with power set to 1500 rpm I slowly added flaps and was on my way at 50 kts. increasing to 2000 rpm to hold both of us up there,I performed a 90* turn each direction and then was asked to show an approach stall. With wings level I slowly rotated the nose up, holding off for the stall followed by the nose down, full power holding it just under the horizon. I moved my right hand back and forth from throttle to flaps as I gained speed and held my starting point altitude. Next on the list was steep turns. Mind you it was windy and bumpy today and I felt like I was chasing the plane to hold a steady ALT. Ok, 3200 a point of reference on the horizon I begin banking 45*. I glance in and I am about 100 feet low and climbing back as I roll out to my point. Bill said here is something that will help me with my steep bank turns. He states his plane and I confirm. He sets up like I did banks 45* then adds three swipes of nose up trim.........He shows me hands off and there we are turning ever so sweet without all that work. Hmmm......ok my plane and my turn. I try left and right steep banks with very nice results.
Time to head for home!! I tune in the MXE VOR and track home, turning to enter on a 45* for downwind 27. Bill acknowledges great call but how do they know where you are. I'm thinking, what did I miss, so I run it by out loud without pressing the button. "Brandywine traffic, Cessna 2746C 4.5 miles entering on 45 for runway 27 downwind , Brandywine traffic"....ok what did I miss? I missed the direction as in from the South West. I make a mental note of that.
On final my CFI asks for a softfield landing. I hear him and continue on, thinking shortfield? softfield......what did I hear? He reminds me that we need speed, he asked for SOFT field. Heck I am just fighting the crosswind and slipping my way in. Lined up nice using more hands and feet then I think I own with throttle control banking right and left rudder. Over the numbers pulling power and nose up with the stall horn moaning.......yeah nice! I hold the nose off but not long enough so my CFIl reminds me to get that nose wheel up there.
Time for the paper work and a follow up discussion. My CFI suggests a bit of practice by myself for a confidence boost and make some cue cards with the steps for each maneuver.Bill said its best to call them out as I run through each step that way it will become second nature to me. I liked the tip so I will type up a sheet for my practice flight.
Scheduled for Tuesday,Wednesday and Thursday. I get canceled due to winds today on a perfect looking day, Mr. President is in town Wednesday late afternoon early evening so that trashes tomorrow night after workand I'm back up with Bill on Thursday so he can see how my practice has paid off.........um....ok.....maybe armchair flying has paid off.
Monday finds a 4:00 lesson on the calendar ! Bill and I chat about the checkride, reviewing the groundschool/oral test prep and a mock checkride. I am feeling pretty good today as I complete the preflight and run up. Bill asks for a shortfield takeoff so at the hold short I run through my last checks and add a notch of flaps. He also instructs me to climb to 3000 feet and proceed to my first checkpoint as if heading towards KSBY. Ok, I am armed with my headset, logbook a mini flashlight in my headset bag and my checklist. Feeling unprepared and not sure it was intended that way but that's how I felt, I simply tuned in the DQO VOR at 114.00 ID'ed it and set my heading to south which I had set up on my CDI. Bill asked what the airspace was and limits. I responded the outer ring of the class Bravo for PHL is 4000 feet, We will be well clear at 3000 and as we make our first checkpoint KILG we will be clear of the class Bravo. Heheheh......I was ready. Once in sight of our checkpoint he asked me to proceed in a safe direction to perform maneuvers. I picked the southern practice area located southwest of 40N Chester County. First maneuver he asked for was slow flight. Here comes the brain fart! I check left and right but did not perform a clearing turn. My CFI made mention of the shortest checkride or something to that effect. Yikes, I said lets do a clearing turn here and I went 90* left and then right, NOW I was ready.
Slow flight was first with power set to 1500 rpm I slowly added flaps and was on my way at 50 kts. increasing to 2000 rpm to hold both of us up there,I performed a 90* turn each direction and then was asked to show an approach stall. With wings level I slowly rotated the nose up, holding off for the stall followed by the nose down, full power holding it just under the horizon. I moved my right hand back and forth from throttle to flaps as I gained speed and held my starting point altitude. Next on the list was steep turns. Mind you it was windy and bumpy today and I felt like I was chasing the plane to hold a steady ALT. Ok, 3200 a point of reference on the horizon I begin banking 45*. I glance in and I am about 100 feet low and climbing back as I roll out to my point. Bill said here is something that will help me with my steep bank turns. He states his plane and I confirm. He sets up like I did banks 45* then adds three swipes of nose up trim.........He shows me hands off and there we are turning ever so sweet without all that work. Hmmm......ok my plane and my turn. I try left and right steep banks with very nice results.
Time to head for home!! I tune in the MXE VOR and track home, turning to enter on a 45* for downwind 27. Bill acknowledges great call but how do they know where you are. I'm thinking, what did I miss, so I run it by out loud without pressing the button. "Brandywine traffic, Cessna 2746C 4.5 miles entering on 45 for runway 27 downwind , Brandywine traffic"....ok what did I miss? I missed the direction as in from the South West. I make a mental note of that.
On final my CFI asks for a softfield landing. I hear him and continue on, thinking shortfield? softfield......what did I hear? He reminds me that we need speed, he asked for SOFT field. Heck I am just fighting the crosswind and slipping my way in. Lined up nice using more hands and feet then I think I own with throttle control banking right and left rudder. Over the numbers pulling power and nose up with the stall horn moaning.......yeah nice! I hold the nose off but not long enough so my CFIl reminds me to get that nose wheel up there.
Time for the paper work and a follow up discussion. My CFI suggests a bit of practice by myself for a confidence boost and make some cue cards with the steps for each maneuver.Bill said its best to call them out as I run through each step that way it will become second nature to me. I liked the tip so I will type up a sheet for my practice flight.
Scheduled for Tuesday,Wednesday and Thursday. I get canceled due to winds today on a perfect looking day, Mr. President is in town Wednesday late afternoon early evening so that trashes tomorrow night after work
Thursday, May 18, 2006
Test Prep....Spin Recovery
After reviewing my log book my CFI and I find no spin recovery training. Odd that we missed that but what the heck, time to have at it! I complete my preflight and off we go to the practice area. Actually one of two practice areas the flight school works in. Today is the north practice area, north of Rt. 30 and centered around the Marsh Creek area.
We start out with some slow flight leading right into approach stalls and stalls with spins. Nothing wild here just getting the feel for stall recovery first! Followed by rudder correction. Bill has me work that mental list talking my way through each step. Ok, raising the nose and holding , about 1500 rpm, stall horn kicking in........slight moan then a bit more pronounced. Here we go..............center ailerons, she breaks, nose down , full power holding it below the horizon, building speed, 65 kts taking out a notch of flaps, hand on throttle, speed looking good, taking out 2nd notch of flaps, nose almost level and removing last notch of flaps.
We continue for a few more rounds with a touch of rudder to simulate the stall break with a tendency to spin. The ride felt really cool, lifting out of the seat a bit then feeling the tummy tickle my tonsils.......yeee hawwwww.......this is cool stuff. In order to correct for the spin I fight the urge to use aileron controls instead keeping them center. The added fast step of opposite rudder after stall recovery has 46C coming right back to level flight.
I did have to work a bit on holding pressure forward so that the added full power did not cause a secondary stall, but overall a good lesson. I think we ended up with a shortfield landing that I did very well on.
Spit and polish time for the next lesson then a mock checkride.
We start out with some slow flight leading right into approach stalls and stalls with spins. Nothing wild here just getting the feel for stall recovery first! Followed by rudder correction. Bill has me work that mental list talking my way through each step. Ok, raising the nose and holding , about 1500 rpm, stall horn kicking in........slight moan then a bit more pronounced. Here we go..............center ailerons, she breaks, nose down , full power holding it below the horizon, building speed, 65 kts taking out a notch of flaps, hand on throttle, speed looking good, taking out 2nd notch of flaps, nose almost level and removing last notch of flaps.
We continue for a few more rounds with a touch of rudder to simulate the stall break with a tendency to spin. The ride felt really cool, lifting out of the seat a bit then feeling the tummy tickle my tonsils.......yeee hawwwww.......this is cool stuff. In order to correct for the spin I fight the urge to use aileron controls instead keeping them center. The added fast step of opposite rudder after stall recovery has 46C coming right back to level flight.
I did have to work a bit on holding pressure forward so that the added full power did not cause a secondary stall, but overall a good lesson. I think we ended up with a shortfield landing that I did very well on.
Spit and polish time for the next lesson then a mock checkride.
Thursday, May 11, 2006
Night Cross Country
WEDNESDAY MAY 10, 2006
Mary and I decided to head to the baseball field so that I could get in a few innings before we would have to head to the airport. After lining the field and getting the game started Mascelli Financial jumped out to a 2-0 lead. That lead was short lived as the visiting team posted 2 runs themselves. By the 4th it was 4-2 us and Mary and I were making a beeline for the truck.
We got to the airport and opened the back of the ML up so we could sit and relax. My CFI showed up and we talked about the wx forecast. SCT 5000 BKN 6500 Vis 10 miles. TAF suggests BKN 7000 by the time we made our intended stop (22N Arner Memorial). With a review of my flight plan complete we head out to pre flight. All systems go Mary climbs in as well as my CFI while I am reaching for my seat belt.
My CFI explains all the information I should provide to my passengers, I make a mental note. I then think of my normal "driving" excursions and the label of being a big meanie for not stopping for potty breaks......sometimes we just have to live with the tags we get......MU HAHAHAH....
We are climbing out as I contact PHL APP for flight following. I have the ETX VOR dialed in and am slowly tracking a radial to get me there. As we pass my Nuke cooling tower checkpoint (without getting a visual) I maintain my heading and note the town of Pottstown. On to ETX as Allentown looms off on our 1 o' clock and reading at my 10 o' clock. As we pass between the towns I get some needle movement to indicate closing in on the station. I hold my heading and watch for the to/from to flip flop. As the from appears I dial in my new heading of 355* for about 14 miles. I also reset my leg timer and watch the time click off. I listen to the Allentown ATIS for wind and direction since Arner memorial lists that for wx info. I attempt to click up the lights and see nothing, now cruising along at 3500 down from 5500. No 22N in sight but I do have Lehighton at my 3 o'clock so I know I am close. I start a turn to my right over my known point ( the town) and click the lights up again. Ahhhhh.....Just under us at 3 o' clock Jake Arner comes to life. Ok in the valley and drifting with the wind towards the far ridge I tighten my turn to slowly get to pattern altitude. I enter on a 45* for the left downwind for runway "6" ....um....DUH...there is no 6/24...that would be 8/26 . My CFI corrects me....I feel like a dope.......as I enter downwind looking for traffic and announcing my new position. Extending downwind just a bit and adding flaps I start my base turn. With the winds really pushing me I "U" turn it and call out final making use of the slip to get me down and line me up on center. I am maybe a bit level as I touch down and slip my foot a bit high a tap the toe brakes only to hear a short squeal of angry from the right side tire. It happened as fast as an electrical shock and I was off the break just as fast. Ok, maintaining centerline I taxi off and back for our return to N99.
Since I did such a nice job with navigation locating 22N my CFI rewards me with the use of the GPS for our return trip. He said you deserve to enjoy some of the lights and the full moon (now exposed with the cloud layer breaking up). Well alrighty! As I go through my final checks of fuel, trim, flaps and mixture I announce departure on runway 8. Mary takes note of Blue Mtn. to our right and mentiones how easy it is to see it against the night sky while "on the ground" but that from the air you could not tell the difference. She is so right, and with that thought I plan an extended upwind followed by a climbing right turn south so that I am well clear of the "obstruction". I contact Allentown Approach followed by my squawk code confirmation then sit back enjoy the ride and watch all the traffic. Mary commented on how busy the controller is, seemingly non-stop with so many aircraft. I hear 46C called to look for traffic at our 2 o' clock Cessna caravan who is headed into Allentown. A quick response 46C looking for traffic followed by 46C has traffic has us continuibg on our route with the Caravan passing under us. It looked very cool with the strobes flashing away and Mary getting a glimpse of the closing speed. Further along we had traffic passing east to west headed into reading and then pretty much uneventful to N99.
I turned south over the field to re position for a 45* entry for downwind 9. Turning to the downwind then base I didnt correct for the wind and was well left of the runway. Grrrrrrr.....I went around and re-entered on the crosswind leg and got my act together. This time crabbing along and keeping on track. Turning base and continuing on to final with a "U" turn I am online and ALT is good. Adding last notch of flaps and some power to "get me there on center" with the wind, I slip in, on center with just a bit harder landing then I would have liked. My CFI reminds me to keep flying the plane and get me back on centerline. We taxi back for one more round and this time a very nice pattern with crab, followed by a nice landing. My CFI said that was better because I kept my head outside and did not fixate on airspeed. He reminded me how well I fly by the seat of my pants, look at the sight picture and listen to what the aircraft is telling you........more lessons learned.
We are on the ground 2 hours after we left. It's now 11pm. Mary and I are starved, tired (our day starts at 5:30 am) and ready to get home and hit the showers. We both decide we need to hit McD's on the way home but it's now 11:20. As a last ditch effort we find a taco bell open. Oh great 3 tacos a meximelt and one bottle of water later, I get us to the house. A long day and long but fun night.......I'm beat!
I have an hour of test prep left and will schedule a mock checkride this week. Then it's time to meet the examiner and plan the checkride!!!
Mary and I decided to head to the baseball field so that I could get in a few innings before we would have to head to the airport. After lining the field and getting the game started Mascelli Financial jumped out to a 2-0 lead. That lead was short lived as the visiting team posted 2 runs themselves. By the 4th it was 4-2 us and Mary and I were making a beeline for the truck.
We got to the airport and opened the back of the ML up so we could sit and relax. My CFI showed up and we talked about the wx forecast. SCT 5000 BKN 6500 Vis 10 miles. TAF suggests BKN 7000 by the time we made our intended stop (22N Arner Memorial). With a review of my flight plan complete we head out to pre flight. All systems go Mary climbs in as well as my CFI while I am reaching for my seat belt.
My CFI explains all the information I should provide to my passengers, I make a mental note. I then think of my normal "driving" excursions and the label of being a big meanie for not stopping for potty breaks......sometimes we just have to live with the tags we get......MU HAHAHAH....
We are climbing out as I contact PHL APP for flight following. I have the ETX VOR dialed in and am slowly tracking a radial to get me there. As we pass my Nuke cooling tower checkpoint (without getting a visual) I maintain my heading and note the town of Pottstown. On to ETX as Allentown looms off on our 1 o' clock and reading at my 10 o' clock. As we pass between the towns I get some needle movement to indicate closing in on the station. I hold my heading and watch for the to/from to flip flop. As the from appears I dial in my new heading of 355* for about 14 miles. I also reset my leg timer and watch the time click off. I listen to the Allentown ATIS for wind and direction since Arner memorial lists that for wx info. I attempt to click up the lights and see nothing, now cruising along at 3500 down from 5500. No 22N in sight but I do have Lehighton at my 3 o'clock so I know I am close. I start a turn to my right over my known point ( the town) and click the lights up again. Ahhhhh.....Just under us at 3 o' clock Jake Arner comes to life. Ok in the valley and drifting with the wind towards the far ridge I tighten my turn to slowly get to pattern altitude. I enter on a 45* for the left downwind for runway "6" ....um....DUH...there is no 6/24...that would be 8/26 . My CFI corrects me....I feel like a dope.......as I enter downwind looking for traffic and announcing my new position. Extending downwind just a bit and adding flaps I start my base turn. With the winds really pushing me I "U" turn it and call out final making use of the slip to get me down and line me up on center. I am maybe a bit level as I touch down and slip my foot a bit high a tap the toe brakes only to hear a short squeal of angry from the right side tire. It happened as fast as an electrical shock and I was off the break just as fast. Ok, maintaining centerline I taxi off and back for our return to N99.
Since I did such a nice job with navigation locating 22N my CFI rewards me with the use of the GPS for our return trip. He said you deserve to enjoy some of the lights and the full moon (now exposed with the cloud layer breaking up). Well alrighty! As I go through my final checks of fuel, trim, flaps and mixture I announce departure on runway 8. Mary takes note of Blue Mtn. to our right and mentiones how easy it is to see it against the night sky while "on the ground" but that from the air you could not tell the difference. She is so right, and with that thought I plan an extended upwind followed by a climbing right turn south so that I am well clear of the "obstruction". I contact Allentown Approach followed by my squawk code confirmation then sit back enjoy the ride and watch all the traffic. Mary commented on how busy the controller is, seemingly non-stop with so many aircraft. I hear 46C called to look for traffic at our 2 o' clock Cessna caravan who is headed into Allentown. A quick response 46C looking for traffic followed by 46C has traffic has us continuibg on our route with the Caravan passing under us. It looked very cool with the strobes flashing away and Mary getting a glimpse of the closing speed. Further along we had traffic passing east to west headed into reading and then pretty much uneventful to N99.
I turned south over the field to re position for a 45* entry for downwind 9. Turning to the downwind then base I didnt correct for the wind and was well left of the runway. Grrrrrrr.....I went around and re-entered on the crosswind leg and got my act together. This time crabbing along and keeping on track. Turning base and continuing on to final with a "U" turn I am online and ALT is good. Adding last notch of flaps and some power to "get me there on center" with the wind, I slip in, on center with just a bit harder landing then I would have liked. My CFI reminds me to keep flying the plane and get me back on centerline. We taxi back for one more round and this time a very nice pattern with crab, followed by a nice landing. My CFI said that was better because I kept my head outside and did not fixate on airspeed. He reminded me how well I fly by the seat of my pants, look at the sight picture and listen to what the aircraft is telling you........more lessons learned.
We are on the ground 2 hours after we left. It's now 11pm. Mary and I are starved, tired (our day starts at 5:30 am) and ready to get home and hit the showers. We both decide we need to hit McD's on the way home but it's now 11:20. As a last ditch effort we find a taco bell open. Oh great 3 tacos a meximelt and one bottle of water later, I get us to the house. A long day and long but fun night.......I'm beat!
I have an hour of test prep left and will schedule a mock checkride this week. Then it's time to meet the examiner and plan the checkride!!!
Monday, May 08, 2006
Test Prep...Me and 46C
FRIDAY MAY 5, 2006
I am off to get some practice/test prep work on another beautiful evening. I arrive at the flight school and pick up the keys and clipboard for 2746C. I complete my pre flight, and climb in for the pre start checklist. I am making a mental note of each detail as I follow the flow of my checks.
46C comes to life and we make ready for our taxi to the run up area. Today's plan is to work on my clearing turns before EACH task, execute the task followed by return to straight and level flight. I work on my turns about a point, S turns and steep bank turns with success. I decide to head for home and knock out a few landings since I thought my night landings were a bit flat or fast. I turn south east and pick up Route 30 bypass and follow that east until I see N99 to my 3 o' clock. I announce my position and follow that with a call that I am over flying the field north to south at 2500 to reposition for a 45* entry to downwind r/w 27. Nice and square with the field looking good searching out where I want to start my turn back towards the field. I see one of the water towers I use as a reference when turning in from the MXE VOR. Well, that's about 6 miles out and that's to far so I turn halfway there and report 3 miles on 45* for downwind 27. Altitude steady I proceed with my landing checklist. Fuel both, fuel on (God, lets hope so), mixture full rich, flaps are indeed up, landing and taxi lights on. Checking the pattern as I announce and enter the downwind for 27. I have the habit of speaking out loud as I call out my clear right or left, so much so the Bride calls out clear right when we are driving. On downwind abeam the threshold I throttle back to 1500 rpm, nose up, add 10* flaps, settle and add a touch of nose up trim. Checking my rpm's I check the pattern and give a long look on final for anything that may be coming in un-announced. All clear, I announce and turn base followed by adding a second notch of flaps. Looking good, I double check final by rocking that wing up for a good look then call final as I turn for home. A little float then flat followed by a short roll out to taxi clear. I make 2 more rounds each time a bit more of the picture I want with stall horn moaning away as I touch down.
I taxi in after three landings and put 46C to bed. I am really feeling good and the confidence is there, I am excited about taking the checkride. Excited? I think about the kids on the baseball team and relate........I always say that the really young kids that are hitting well is due to two reasons, 1 - they have some good mechanics and 2, they don't know they should be scared $*#@ less facing 12 yr olds that throw as hard as they do. So you see, I relate, I guess my excitement distracts me from understanding I should be "browning out" as it was so nicely stated on one of the forums.
This week my last night flight then a mock checkride and oral exam prep. THEN IT'S CHECKRIDE TIME !!!!!! I hope to be able to fly to Wilkes-Barre this memorial Day weekend.
I am off to get some practice/test prep work on another beautiful evening. I arrive at the flight school and pick up the keys and clipboard for 2746C. I complete my pre flight, and climb in for the pre start checklist. I am making a mental note of each detail as I follow the flow of my checks.
46C comes to life and we make ready for our taxi to the run up area. Today's plan is to work on my clearing turns before EACH task, execute the task followed by return to straight and level flight. I work on my turns about a point, S turns and steep bank turns with success. I decide to head for home and knock out a few landings since I thought my night landings were a bit flat or fast. I turn south east and pick up Route 30 bypass and follow that east until I see N99 to my 3 o' clock. I announce my position and follow that with a call that I am over flying the field north to south at 2500 to reposition for a 45* entry to downwind r/w 27. Nice and square with the field looking good searching out where I want to start my turn back towards the field. I see one of the water towers I use as a reference when turning in from the MXE VOR. Well, that's about 6 miles out and that's to far so I turn halfway there and report 3 miles on 45* for downwind 27. Altitude steady I proceed with my landing checklist. Fuel both, fuel on (God, lets hope so), mixture full rich, flaps are indeed up, landing and taxi lights on. Checking the pattern as I announce and enter the downwind for 27. I have the habit of speaking out loud as I call out my clear right or left, so much so the Bride calls out clear right when we are driving. On downwind abeam the threshold I throttle back to 1500 rpm, nose up, add 10* flaps, settle and add a touch of nose up trim. Checking my rpm's I check the pattern and give a long look on final for anything that may be coming in un-announced. All clear, I announce and turn base followed by adding a second notch of flaps. Looking good, I double check final by rocking that wing up for a good look then call final as I turn for home. A little float then flat followed by a short roll out to taxi clear. I make 2 more rounds each time a bit more of the picture I want with stall horn moaning away as I touch down.
I taxi in after three landings and put 46C to bed. I am really feeling good and the confidence is there, I am excited about taking the checkride. Excited? I think about the kids on the baseball team and relate........I always say that the really young kids that are hitting well is due to two reasons, 1 - they have some good mechanics and 2, they don't know they should be scared $*#@ less facing 12 yr olds that throw as hard as they do. So you see, I relate, I guess my excitement distracts me from understanding I should be "browning out" as it was so nicely stated on one of the forums.
This week my last night flight then a mock checkride and oral exam prep. THEN IT'S CHECKRIDE TIME !!!!!! I hope to be able to fly to Wilkes-Barre this memorial Day weekend.
Friday, May 05, 2006
Night Flight #2 to PNE and N10
THURSDAY, MAY 4, 2006
Another fantastic night to fly and I'm on the schedule. I called up for my wx brief around 6pm and was happy to only have a short conversation. Short conversation with briefer = a beautiful VFR flight. Flight bag in hand a smooch from the bride and I was headed to N99. My CFI was early and we were able to get started right away. We reviewed my flight plan, I broke it down detail by detail with explanation and noted the 10% increase to the climb out info due to temps. Tonight's plan was to depart N99, direct to PNE (Northeast Philadelphia) for a stop and go then on to locate and land at N10 (Perkiomen Valley).
On departure from N99 I contacted Philadelphia approach, upon approaches reply I responded with the following info, 2746C, Cessna 172, departing 27 Brandywine, request transition through Bravo with Flight following at 3000, VFR direct Northeast Philadelphia. After a short pause App. Responded with a squawk code the altitude I requested and ALT setting. COOL!! I was on my way! I passed the large towers south of Wings (KLOM) and reported having northeast in sight to Phl App. They cut me loose to squawk VFR and I thanked them for their help this evening. With a flip of the switch I contacted Northeast tower and reported my position, that I have current info and my intentions for a stop and go. I was directed to report entry to downwind for runway 33. Completed the landing checklist I am now advised clear to land r/w 33. I acknowledge clearance and prepare for my base turn. I catch a good look at the Delaware river as I check right then left for my turn. Adding a second notch of flaps with everything looking good I make my turn to final and add the last notch of flaps on short final. Sure is dark out here and I am trying to scan so I don't get that blackhole effect. Over the numbers and looking good I touchdown with solid chirps and come to a stop. My quick take off check, fuel, flaps, mixture and full power. Off we go headed for N10 Perk.
I contact Phl App and get flight following to N10. I pass those towers again(they are well off my left wing) and I start my look for Wings (LOM) which is my checkpoint. I see Wings at my 9 o' clock and only wish I was flying in there for the Wings BBQ on May 20th. Back to keeping on course I dial in MXE 45* From radial to give me a cross check point for the "ballpark" location of N10. Sure enough, with the needle movement and my leg times I click up the lights and there it is at my 1 o' clock. I head south to set up for a turn back in for a 45* entry to downwind runway 27. I think I screwed up my call in to Perkiomen traffic with a west location instead of the south south west. Anyway, checking left and right for any traffic I turn to enter the downwind. landing checklists complete I continue through the pattern and turn final with a lot of dark out there. Keeping in mind the power lines (which I didn't see = darkness) and the trees which I can make out the outline of I remain just high of glideslope. Runway made I pull the power, flair and touchdown with a short roll out. This is narrow, dark and am I glad I'm back taxing for take off.
Underway for home and climbing out I can't help but notice I am sharing the night sky with all the big boys headed into PHL. You can count them, they are lined up for miles. I am set up for a direct to MXE VOR and track very nicely. With the beacon in sight I announce my position as I cross over Brandywine and position for the 45* for downwind 27. Checking for traffic I enter the downwind with checklists already completed. My spacing looks good and I call out my turn to base and final with a nice landing. My CFI says full power one more round and off we go. Again scanning to see I'm clear all obstacles and checking the instruments for climb out. I turn to the heading for noise abatement and reach 1200 as I turn cross wind. With a check for traffic to my left and a quick scan for any 45* entry's to the downwind I make my call and turn. A landing procedure check and I'm ready to bring her in. Turning base then final I set 46C down with a heavy chirp and then right rudder to get me on center. Calling down and clear I taxi back and tie down. It was a great flight, I was complimented on my navigation and calm.
I am up again Friday for some landings and practice are maneuvers did ask my CFI if the Bride can come along for the Night Cross Country and he said sure, it will be nice to have her along. Woooo Hoooo.....she will love that !!
Another fantastic night to fly and I'm on the schedule. I called up for my wx brief around 6pm and was happy to only have a short conversation. Short conversation with briefer = a beautiful VFR flight. Flight bag in hand a smooch from the bride and I was headed to N99. My CFI was early and we were able to get started right away. We reviewed my flight plan, I broke it down detail by detail with explanation and noted the 10% increase to the climb out info due to temps. Tonight's plan was to depart N99, direct to PNE (Northeast Philadelphia) for a stop and go then on to locate and land at N10 (Perkiomen Valley).
On departure from N99 I contacted Philadelphia approach, upon approaches reply I responded with the following info, 2746C, Cessna 172, departing 27 Brandywine, request transition through Bravo with Flight following at 3000, VFR direct Northeast Philadelphia. After a short pause App. Responded with a squawk code the altitude I requested and ALT setting. COOL!! I was on my way! I passed the large towers south of Wings (KLOM) and reported having northeast in sight to Phl App. They cut me loose to squawk VFR and I thanked them for their help this evening. With a flip of the switch I contacted Northeast tower and reported my position, that I have current info and my intentions for a stop and go. I was directed to report entry to downwind for runway 33. Completed the landing checklist I am now advised clear to land r/w 33. I acknowledge clearance and prepare for my base turn. I catch a good look at the Delaware river as I check right then left for my turn. Adding a second notch of flaps with everything looking good I make my turn to final and add the last notch of flaps on short final. Sure is dark out here and I am trying to scan so I don't get that blackhole effect. Over the numbers and looking good I touchdown with solid chirps and come to a stop. My quick take off check, fuel, flaps, mixture and full power. Off we go headed for N10 Perk.
I contact Phl App and get flight following to N10. I pass those towers again(they are well off my left wing) and I start my look for Wings (LOM) which is my checkpoint. I see Wings at my 9 o' clock and only wish I was flying in there for the Wings BBQ on May 20th. Back to keeping on course I dial in MXE 45* From radial to give me a cross check point for the "ballpark" location of N10. Sure enough, with the needle movement and my leg times I click up the lights and there it is at my 1 o' clock. I head south to set up for a turn back in for a 45* entry to downwind runway 27. I think I screwed up my call in to Perkiomen traffic with a west location instead of the south south west. Anyway, checking left and right for any traffic I turn to enter the downwind. landing checklists complete I continue through the pattern and turn final with a lot of dark out there. Keeping in mind the power lines (which I didn't see = darkness) and the trees which I can make out the outline of I remain just high of glideslope. Runway made I pull the power, flair and touchdown with a short roll out. This is narrow, dark and am I glad I'm back taxing for take off.
Underway for home and climbing out I can't help but notice I am sharing the night sky with all the big boys headed into PHL. You can count them, they are lined up for miles. I am set up for a direct to MXE VOR and track very nicely. With the beacon in sight I announce my position as I cross over Brandywine and position for the 45* for downwind 27. Checking for traffic I enter the downwind with checklists already completed. My spacing looks good and I call out my turn to base and final with a nice landing. My CFI says full power one more round and off we go. Again scanning to see I'm clear all obstacles and checking the instruments for climb out. I turn to the heading for noise abatement and reach 1200 as I turn cross wind. With a check for traffic to my left and a quick scan for any 45* entry's to the downwind I make my call and turn. A landing procedure check and I'm ready to bring her in. Turning base then final I set 46C down with a heavy chirp and then right rudder to get me on center. Calling down and clear I taxi back and tie down. It was a great flight, I was complimented on my navigation and calm.
I am up again Friday for some landings and practice are maneuvers did ask my CFI if the Bride can come along for the Night Cross Country and he said sure, it will be nice to have her along. Woooo Hoooo.....she will love that !!
First Night Flight...
TUESDAY, MAY 2, 2006
Ok, I guess the title should read first single engine night flight. It had a different feeling walking into the flight school at night, the airport was quiet and hardly any activity. I went through the usual paperwork and was handed the clipboard and keys to 2746C. I went out to preflight with flashlight in hand and was joined by my instructor. When the preflight was complete we saddled up and went over some of the keys to a safe night flight. We discussed the keys to a safe departure, the use of lights and the effect on other aircraft. My CFI reminded me that once airborne the horizon looks black or blends together and I will need to get on instruments and scan out to the sides of the aircraft until clear of obstacles. We also discussed lighting, black holes, emergency procedures and places to land.
Start up complete, checklist complete, I flip on the taxi light and head to the run up area. It sure looks different and the wing tip clearances now concern me even thought I am on center line. It's just a night thing and my typical Mr. Conservative. Run up complete, I taxi to the hold short for "my" final checks, fuel both, fuel on, trim set for take off, mixture full rich, flaps up. Ok a quick call to announce intentions.....Brandywine traffic Cessna 2746C departing 27, Brandywine. I hit the strobes and taxi into position. We're off, maintaining runway heading and then noise abatement. WOW! There are lights everywhere! I locate Route 30 and make my way to follow that to 40N (Chester County). I offered to go direct MXE then turn to follow the 301* radial for 9.7 miles but my CFI rather pilotage. I guess it didn't really matter to me since I was like a sponge soaking it ALL in. At 2500 feet tooling along I see Exton to my right, Coatesville off in the distance and west Chester at my 7 o' clock. Final y I see the beacon for 40N while I continue on along Rt. 30. I then turn south and announce Chester County Traffic, Cessna 2746C will be over flying the field North to South at 2500 to reposition for a 45* entry to downwind r/w 29 Chester county. I click up the lights and just like that there it is, pretty as could be. I continue out and turn to my right followed by the downwind entry to 29. I continue to base then final and I am waaaaaay high with no shot at "getting there" unless I fall like a rock......um ...no thanks. I call a missed and go around this time getting my act together for a real nice landing. Clear the runway with traffic on final I announce and taxi back, in the dark. I didn't want to have lights in that pilots face so I cut all taxi and landing lights, the strobes were off after I cleared the runway. As we taxi along we discuss what was right and what was wrong with my pattern. I need to relax and do what I know to do, I was late taking out the power and while looking for ground clues I was holding the yoke which had me in level flight longer. Lessons learned, I now was rolling for takeoff. Following noise abatement at 40 N I flow nicely into the pattern. On to base then final I make a very nice landing on each of the next two go rounds.
With landings at 40 N complete I head for home. I dial in the MXE VOR and set up for my 54* outbound radial to N99. Now only 5 miles out I am having a hard time getting a fix on the airport then finally the beacon appears. I can also make out the blinking red light on the highschool in the downwind for 27 and crab for a crosswind to keep my ground track correct. Already through my landing checks I pull the power and add a notch of flaps. Turning base, adding flaps and turning final adding the last notch of flaps I slip my way into N99 for a ok landing that had a short skip. I'm happy to be home, night flight one in the books. I am up again on Thursday.
Ok, I guess the title should read first single engine night flight. It had a different feeling walking into the flight school at night, the airport was quiet and hardly any activity. I went through the usual paperwork and was handed the clipboard and keys to 2746C. I went out to preflight with flashlight in hand and was joined by my instructor. When the preflight was complete we saddled up and went over some of the keys to a safe night flight. We discussed the keys to a safe departure, the use of lights and the effect on other aircraft. My CFI reminded me that once airborne the horizon looks black or blends together and I will need to get on instruments and scan out to the sides of the aircraft until clear of obstacles. We also discussed lighting, black holes, emergency procedures and places to land.
Start up complete, checklist complete, I flip on the taxi light and head to the run up area. It sure looks different and the wing tip clearances now concern me even thought I am on center line. It's just a night thing and my typical Mr. Conservative. Run up complete, I taxi to the hold short for "my" final checks, fuel both, fuel on, trim set for take off, mixture full rich, flaps up. Ok a quick call to announce intentions.....Brandywine traffic Cessna 2746C departing 27, Brandywine. I hit the strobes and taxi into position. We're off, maintaining runway heading and then noise abatement. WOW! There are lights everywhere! I locate Route 30 and make my way to follow that to 40N (Chester County). I offered to go direct MXE then turn to follow the 301* radial for 9.7 miles but my CFI rather pilotage. I guess it didn't really matter to me since I was like a sponge soaking it ALL in. At 2500 feet tooling along I see Exton to my right, Coatesville off in the distance and west Chester at my 7 o' clock. Final y I see the beacon for 40N while I continue on along Rt. 30. I then turn south and announce Chester County Traffic, Cessna 2746C will be over flying the field North to South at 2500 to reposition for a 45* entry to downwind r/w 29 Chester county. I click up the lights and just like that there it is, pretty as could be. I continue out and turn to my right followed by the downwind entry to 29. I continue to base then final and I am waaaaaay high with no shot at "getting there" unless I fall like a rock......um ...no thanks. I call a missed and go around this time getting my act together for a real nice landing. Clear the runway with traffic on final I announce and taxi back, in the dark. I didn't want to have lights in that pilots face so I cut all taxi and landing lights, the strobes were off after I cleared the runway. As we taxi along we discuss what was right and what was wrong with my pattern. I need to relax and do what I know to do, I was late taking out the power and while looking for ground clues I was holding the yoke which had me in level flight longer. Lessons learned, I now was rolling for takeoff. Following noise abatement at 40 N I flow nicely into the pattern. On to base then final I make a very nice landing on each of the next two go rounds.
With landings at 40 N complete I head for home. I dial in the MXE VOR and set up for my 54* outbound radial to N99. Now only 5 miles out I am having a hard time getting a fix on the airport then finally the beacon appears. I can also make out the blinking red light on the highschool in the downwind for 27 and crab for a crosswind to keep my ground track correct. Already through my landing checks I pull the power and add a notch of flaps. Turning base, adding flaps and turning final adding the last notch of flaps I slip my way into N99 for a ok landing that had a short skip. I'm happy to be home, night flight one in the books. I am up again on Thursday.
Sunday, April 30, 2006
TEST PREP....
Today Mary and I met up with a "Pilots Of America" fellow forum member FlyersFan31 (Andrew). Andrew was kind enough to fly into N99 to lets us have a look see at his Sundowner. Mary and I have been talking about joining a club or a partnership. The option to own is a dream we have but not sure if that is the most cost effective route.
today's visit pretty much cemented the idea of ownership. The Sundowner was on the top of my list due to the two door and roomy cabin. Andrew's plane was spotless inside and out and the roomy question was answered when we investigated. More on the quest for ownership at a later date...(stay tuned)
My lesson started out with the flight check as all lessons and flights should. The active today is runway 9 and the winds have been changing direction and speed. We headed out to the practice area and I practice clearing turns, slow flight and follow up with stalls. I was running between my two alignment points of the pottstown cooling towers and ridgeline between smoketown and chester county a good east west run for the work. Once completed I was told take us home. I dialed in MXE direct to station and was pretty much headed in the right direction. Once I had a visual I turned East to follow Rt. 30 so that I could eventually turn south to cross midfield and position for a 45* entry to downwind runway 9. While watching out for traffic I was late throttling down to 1500 and getting the first notch of flaps in. I wanted to make sure I knew where the aircraft on final was and as he passed my 3 o' clock I announced a base, added flaps and got squared away to land. Bill announced a short field landing and I dropped my speed to 60 kts with the numbers as my target. I added the last notch of flaps in and was a tad nose high. I didn't trim on the 2nd notch of flaps as usual, I let myself get distracted from my routine by my CFI. I had to nose down and add a touch of power to get in and set down short and sweet.
I taxied off and followed my checklist as we then discussed the distractions I had. Traffic joining downwind as I had just entered, an aircraft on a long final and then while I was on final trying to locate a helicopter landing on r/w 9. I did get an atta boy for scanning for traffic although he said at times he wants to cover the instruments. I was really good about looking out now when the foggles come off I am still inside.....more then I should. Ahhhh lessons learned as I continue.
Night Flight scheduled for Tuesday, Thursday and then some slow flight and landing practice Friday.
IFR Lessons Learned.....
Lesson Date - Saturday, April 29, 2006
An early start to a long day ahead. I pre flight N65021 for an hour of IFR work. This is not the normal lesson aircraft I use but the added requirement of Carb heat will make me think when needed. My CFI has me climb out to the SW while we transfer control of the plane so I can put those "really cool" glasses on. A few unusual attitudes went well, followed by intercepting VOR's. I guess the late baseball game coupled with an early start and a brain fart sounded good but the plain fact was I was not on my game. Oh the heading control, altitude and wings level were fine but I was clueless on my location relative to the VOR.
When given an intercept course I would set up just fine, ID the station and dial in for the course or direct to. When asked my location I blanked, I gave the heading to/from the station and then my actual heading, then blanked, then retraced my steps. Ok finally on track. The next go round same thing just not with it today, feeling like I really dropped the ball.and having at round three, my CFI says relax and be instinctive don't push it to where you are thinking every little thing to the last degree. I acknowledge, and we roll play ATC again with vectors then a direct to VOR. I set up the NAV1, ID it and then dial it in, banking slightly inn the direction to intercept. I repeat back and head direct to MXE, he asks where we are in relation to the station and I give a correct answer instantly, feeling good about getting my head outta my butt thus being able to fly a bit better I focus on getting it done. Round four is a direct to after a series of vectors to follow (get me lost). I set up for DQO, ID then dial it in. Checking heading and turning to the station I see I have reverse sensing and make the correction and plan my intercept course to the station. My CFI again asks location in reference to the station and I again answer correct and proceed.
I am now given the direct to MXE command and I follow all the above mentioned procedures. Once the TO flag switches I turn to follow the 54* FROM radial. Finally, off come the foggles and there is N99 about 6 miles out. I announce my position and intentions and enter the pattern at a 45* to the right downwind to runway 9. I do a soft field landing and fight my way in. I needed to slip in and I fought it in instead. The landing is ok, it just would have been Soooooo much easier slipping it in instead of fighting it.
Lessons learned......Don't put myself in a bad situation. Fly the airplane, remain calm, assess the situation. Gentle control inputs, trust the instruments and not the body. No time for macho, contact approach if with them or 121.5 for vectors back to VFR conditions. In the clouds is no time to think I'm a hero or try to be one.
Next lesson is Sunday and the test prep begins.
An early start to a long day ahead. I pre flight N65021 for an hour of IFR work. This is not the normal lesson aircraft I use but the added requirement of Carb heat will make me think when needed. My CFI has me climb out to the SW while we transfer control of the plane so I can put those "really cool" glasses on. A few unusual attitudes went well, followed by intercepting VOR's. I guess the late baseball game coupled with an early start and a brain fart sounded good but the plain fact was I was not on my game. Oh the heading control, altitude and wings level were fine but I was clueless on my location relative to the VOR.
When given an intercept course I would set up just fine, ID the station and dial in for the course or direct to. When asked my location I blanked, I gave the heading to/from the station and then my actual heading, then blanked, then retraced my steps. Ok finally on track. The next go round same thing just not with it today, feeling like I really dropped the ball.
I am now given the direct to MXE command and I follow all the above mentioned procedures. Once the TO flag switches I turn to follow the 54* FROM radial. Finally, off come the foggles and there is N99 about 6 miles out. I announce my position and intentions and enter the pattern at a 45* to the right downwind to runway 9. I do a soft field landing and fight my way in. I needed to slip in and I fought it in instead. The landing is ok, it just would have been Soooooo much easier slipping it in instead of fighting it
Lessons learned......Don't put myself in a bad situation
Next lesson is Sunday and the test prep begins.
Tuesday, April 25, 2006
Unusual Attitudes.....
Unusual attitudes, and I don't mean "my" attitude! Today's lesson was instrument flight rules (IFR). Following a pre flight we saddled up for some IFR time with those funky glasses. I was directed to climb out to 1200' then turn out to a specific heading and new altitude (3000') . As we climbed out and approaching 1000' my CFI advises his plane, I acknowledge and he confirms (always a smooth transfer). I trade controls for a pair of foggles, then we transfer control of the aircraft back to me. Climbing through 1200' minding the noise abatement I depart N99 on the crosswind to the SW. 
I really seem to be on top of it today, maintaining heading and altitude despite the bumps! My CFI vectors me as we role play ATC and pilot in the clouds. This is a change for me since at work I get to play bad cop worse cop with contractors.........Ok, well maybe not always bad/worse.
We once again transfer control as Bill asks me to put my head down and close my eyes. I remember this from one of my first lessons at Millville. I also remember I had no clue what we were doing as I guessed at engine sounds and forces on the body, but that was so long ago. Bill mixed it up and I just tried to focus on being loose and trying to sit straight. With transfer of the controls I quickly assessed the aircrafts attitude. We were in a 15* bank left slight nose high. I slowly rotated right and eased the nose down and checked my power setting. Once stabilized I trimmed out and my CFI took control again. This time I took control in a left bank in a decent @700-800 ft/min . I slowly or gently rotated right as I corrected the decent again checking power and trimming when wings level. We went through a few more rounds and then moved to VOR work with climbs and decents.
I was directed to proceed to the Modena (MXE) VOR and he used some phrase that I can't remember to proceed to intercept the ILS for runway 29 at Chester County 40N. Ok, should be easy enough, I tune in the MXE VOR ID it then dial in a direct to radial on the CDI. I find the 240* to center the needle and hey what do you know I'm headed 240* on the Heading Indicator. So far so good, direct to MXEteady on course and ALT solid. The it hits me, Bill asks how are we looking? um.....er........ahhhhh.........searching everything, the bulb does not light. Ok, out loud I state, ALT 2500', steady on course 240 direct .........CRAPPP!!! FROM MXE. Bill asks where are we......we are headed South West "away" from MXE. I dial the CDI 180* to a heading of 60* TO MXE as I already started my course correction. I take my right hand and hit myself in the head just to remind myself DON'T ASSUME!!!! He set me up very easy and he got me. Lesson learned, check, check and triple check, just because it MAY look right does not make it right.
With the MXE behind me, checking, yes behind me, I concentrate on my ILS approach to runway 29 at Chester County 40N. Tracking the ILS for 29 I have a steady needle and easing on the power to start a decent from 2500. Still on course, I pitch down slightly to see movement on the glideslope indication. Ok almost on target, minor corrections a few degrees, trading off chasing the needle for rock solid a tick off center knowing I have some crosswind action going on. My rate of decent is 300-500 ft/min looking good and on course.....Bill tells me to look up under the glasses and check out my location to the runway. I was just slightly right of centerline at 1100' and room to get into position with out a problem on final. WAY COOL !!! We make the loop and I have at it again. Pretty much same results but this time I didn't "not" check the to/from headed to MXE.
Bill directs me to take us home so I again dial in a direct TO modena (MXE) and set up #2 for the outbound 54* radial that will take me home in only 6 short miles from the VOR. I cross the VOR and pick up the 54* FROM radial and drop off the last few hundred feet to get to pattern altitude. I am instructed to remove the foggles and get us on the ground. I announce entry into the downwind on a 45* followed by the left downwind for 27. Lined up nice, running through my checklists I am ready to put this puppy on the runway. I did notice that everything seemed so different after the foggles....maybe it was just me. I throttled back to 1500 added a notch oif flaps and the turned to base. Checking off the right wing for peole that may be sneaking in and centerpunch me I call out a clear right then key to announce final for 27. Crosswinds on turn in but now back and forth headwind crosswind. I feel I'm a bit high so I pull a bit of power off only to approach flat to the runway. I don't like what I see and add power, as I am about to called a missed Bill says evaluate, plenty of room your not over the numbers, ease out the power, set it up, hold the nose off and "chirps" we're in! He was right, but I didn't like what I was looking at and would have felt better going around. With the winds I landed faster and that was followed by a back taxi to clear 27. I did have plenty of room to land, I guess I just gave up on myself to quickly.
All in all a great lesson! I have about a half hour left of IFR then 3 hours of night flight and 3 hours of checkride prep/review. I scheduled for Saturday, Sunday and I will schedule 3 nights next week around my baseball schedule. I am pretty excited knowing I very well may be flying to Wilkes-Barre, PA with just me and the Bride for the Memorial Holiday weekend !!!!!
I really seem to be on top of it today, maintaining heading and altitude despite the bumps! My CFI vectors me as we role play ATC and pilot in the clouds. This is a change for me since at work I get to play bad cop worse cop with contractors.........Ok, well maybe not always bad/worse.
We once again transfer control as Bill asks me to put my head down and close my eyes. I remember this from one of my first lessons at Millville. I also remember I had no clue what we were doing as I guessed at engine sounds and forces on the body, but that was so long ago. Bill mixed it up and I just tried to focus on being loose and trying to sit straight. With transfer of the controls I quickly assessed the aircrafts attitude. We were in a 15* bank left slight nose high. I slowly rotated right and eased the nose down and checked my power setting. Once stabilized I trimmed out and my CFI took control again. This time I took control in a left bank in a decent @700-800 ft/min . I slowly or gently rotated right as I corrected the decent again checking power and trimming when wings level. We went through a few more rounds and then moved to VOR work with climbs and decents.
I was directed to proceed to the Modena (MXE) VOR and he used some phrase that I can't remember to proceed to intercept the ILS for runway 29 at Chester County 40N. Ok, should be easy enough, I tune in the MXE VOR ID it then dial in a direct to radial on the CDI. I find the 240* to center the needle and hey what do you know I'm headed 240* on the Heading Indicator. So far so good, direct to MXEteady on course and ALT solid. The it hits me, Bill asks how are we looking? um.....er........ahhhhh.........searching everything, the bulb does not light. Ok, out loud I state, ALT 2500', steady on course 240 direct .........CRAPPP!!! FROM MXE. Bill asks where are we......we are headed South West "away" from MXE. I dial the CDI 180* to a heading of 60* TO MXE as I already started my course correction. I take my right hand and hit myself in the head just to remind myself DON'T ASSUME!!!! He set me up very easy and he got me. Lesson learned, check, check and triple check, just because it MAY look right does not make it right.
With the MXE behind me, checking, yes behind me, I concentrate on my ILS approach to runway 29 at Chester County 40N. Tracking the ILS for 29 I have a steady needle and easing on the power to start a decent from 2500. Still on course, I pitch down slightly to see movement on the glideslope indication. Ok almost on target, minor corrections a few degrees, trading off chasing the needle for rock solid a tick off center knowing I have some crosswind action going on. My rate of decent is 300-500 ft/min looking good and on course.....Bill tells me to look up under the glasses and check out my location to the runway. I was just slightly right of centerline at 1100' and room to get into position with out a problem on final. WAY COOL !!! We make the loop and I have at it again. Pretty much same results but this time I didn't "not" check the to/from headed to MXE.
Bill directs me to take us home so I again dial in a direct TO modena (MXE) and set up #2 for the outbound 54* radial that will take me home in only 6 short miles from the VOR. I cross the VOR and pick up the 54* FROM radial and drop off the last few hundred feet to get to pattern altitude. I am instructed to remove the foggles and get us on the ground. I announce entry into the downwind on a 45* followed by the left downwind for 27. Lined up nice, running through my checklists I am ready to put this puppy on the runway. I did notice that everything seemed so different after the foggles....maybe it was just me. I throttled back to 1500 added a notch oif flaps and the turned to base. Checking off the right wing for peole that may be sneaking in and centerpunch me I call out a clear right then key to announce final for 27. Crosswinds on turn in but now back and forth headwind crosswind. I feel I'm a bit high so I pull a bit of power off only to approach flat to the runway. I don't like what I see and add power, as I am about to called a missed Bill says evaluate, plenty of room your not over the numbers, ease out the power, set it up, hold the nose off and "chirps" we're in! He was right, but I didn't like what I was looking at and would have felt better going around. With the winds I landed faster and that was followed by a back taxi to clear 27. I did have plenty of room to land, I guess I just gave up on myself to quickly.
All in all a great lesson! I have about a half hour left of IFR then 3 hours of night flight and 3 hours of checkride prep/review. I scheduled for Saturday, Sunday and I will schedule 3 nights next week around my baseball schedule. I am pretty excited knowing I very well may be flying to Wilkes-Barre, PA with just me and the Bride for the Memorial Holiday weekend !!!!!
Wednesday, April 19, 2006
Where did you get those Glasses?
Foggles to be exact! Today was back to lessons with my CFI after finishing up my Cross Country work. Weare going to work on Instrument Flight Rules (IFR) . I put in a 1.2 hour IFR lesson today on one of the nicest days to be in the air. I hated to think about limiting my view!
Lets see, vision limiting device - hood - foggles....designer glasses they are not, with that said I had a blast and worked my butt off. My CFI gave me a course and ALT prior to takeoff and then as we were departing the area exchanged control of the airplane followed by me adding the foggles over my glasses. Very strange, but a fun lesson. We went through the basics, turns, decents, climbs working on instrument scan and "gentle" inputs on all controls.
The next stage was "simulated" ATC calls starting with the VFR pilot lost in the clouds and moving forward from that. We simulated vectors back to VFR conditions and communications while concentrating holding tight on my turns and ALT. My CFI threw in tracking the MXE VOR back to the field (N99). I repeated ATC instructions (simulated) dialed in 113.2 on Nav 1 and also set up my #2 for the outbound 54* radial that puts me on a 6 mile to N99. I said as workload permits I am setting up for my outbound leg since I will be looking for the airport when we break out.......he smiled, I think he really liked that.
Just prior to downwind entry he took the airplane while I removed the foggles as instructed. Back on the controls I set up for landing. I ended up doing a misssed first time, poor adjustment to crosswind and to fast, I wasn't happy with my performance. Second time around, turned out enough to slowly come back to centerline and slip my way in. An ok landing with a short back taxi and I was done for the day. I left with the thought of what if I had to go around in those actual conditions and I needed to be on my game ALL the time.
The Added Lesson.....
After my lesson today two men approached my instructor and asked the limits on the aircraft. Take off weight (2450 lbs.), fuel on board and useful load (764 lbs.). My CFI pulls out the ol' POH and quotes the info (I’m thinking are these two guys taking another’s word on the info and fuel on board...ok, I'm confused) Both pilots talk back and forth and I hear well, with our weight (they try doing the math in their head) let's see, my CFI jumps in and says you'll have 120 lbs. for fuel or 20 gallons.
YIKES! These guys are going to New York from N99. I never once heard talk of winds aloft and it was windy today or did I see a flight plan or any calc's (they may have had it but I didn't see it). Well they go back and forth and conclude that they figure the school plane was up for just over three hours so doing landings and pattern work so they figure there is around 13 gallons left. Meanwhile I am giving my CFI a "I'm lost here look" My CFI jumps in and clearly states to them both again that these are the limits, and he strongly recommends NOT exceeding any limits in the POH, or attempting that flight with that amount of fuel......with that we both walked away.
I was amazed, I said what was that all about.....are they nuts or did they have superman tights under those clothes???? They had the fuel truck put 7 gallons in each tank.Winds were 310 to 010 10G16 and a quick plan in my head I figure anywhere from ....I'd say 010* to 080* and 90 miles as a direct route to NY just as a ballpark.I told my CFI that there is no way I take that chance and no way i would depend on ANYONE to answer my questions but me. He told me I learned a valuable lesson today and it was not while I was under the hood in the plane working on IFR lessons.
Lets see, vision limiting device - hood - foggles....designer glasses they are not, with that said I had a blast and worked my butt off. My CFI gave me a course and ALT prior to takeoff and then as we were departing the area exchanged control of the airplane followed by me adding the foggles over my glasses. Very strange, but a fun lesson. We went through the basics, turns, decents, climbs working on instrument scan and "gentle" inputs on all controls.
The next stage was "simulated" ATC calls starting with the VFR pilot lost in the clouds and moving forward from that. We simulated vectors back to VFR conditions and communications while concentrating holding tight on my turns and ALT. My CFI threw in tracking the MXE VOR back to the field (N99). I repeated ATC instructions (simulated) dialed in 113.2 on Nav 1 and also set up my #2 for the outbound 54* radial that puts me on a 6 mile to N99. I said as workload permits I am setting up for my outbound leg since I will be looking for the airport when we break out.......he smiled, I think he really liked that.
Just prior to downwind entry he took the airplane while I removed the foggles as instructed. Back on the controls I set up for landing. I ended up doing a misssed first time, poor adjustment to crosswind and to fast, I wasn't happy with my performance. Second time around, turned out enough to slowly come back to centerline and slip my way in. An ok landing with a short back taxi and I was done for the day. I left with the thought of what if I had to go around in those actual conditions and I needed to be on my game ALL the time.
The Added Lesson.....
After my lesson today two men approached my instructor and asked the limits on the aircraft. Take off weight (2450 lbs.), fuel on board and useful load (764 lbs.). My CFI pulls out the ol' POH and quotes the info (I’m thinking are these two guys taking another’s word on the info and fuel on board...ok, I'm confused) Both pilots talk back and forth and I hear well, with our weight (they try doing the math in their head) let's see, my CFI jumps in and says you'll have 120 lbs. for fuel or 20 gallons.
YIKES! These guys are going to New York from N99. I never once heard talk of winds aloft and it was windy today or did I see a flight plan or any calc's (they may have had it but I didn't see it). Well they go back and forth and conclude that they figure the school plane was up for just over three hours so doing landings and pattern work so they figure there is around 13 gallons left. Meanwhile I am giving my CFI a "I'm lost here look" My CFI jumps in and clearly states to them both again that these are the limits, and he strongly recommends NOT exceeding any limits in the POH, or attempting that flight with that amount of fuel......with that we both walked away.
I was amazed, I said what was that all about.....are they nuts or did they have superman tights under those clothes???? They had the fuel truck put 7 gallons in each tank.Winds were 310 to 010 10G16 and a quick plan in my head I figure anywhere from ....I'd say 010* to 080* and 90 miles as a direct route to NY just as a ballpark.I told my CFI that there is no way I take that chance and no way i would depend on ANYONE to answer my questions but me. He told me I learned a valuable lesson today and it was not while I was under the hood in the plane working on IFR lessons.
Monday, April 17, 2006
Passed the Written........
Well after a long weekend with family and a sciatic nerve that had me squirming everytime I sat, laid down or walked, I decided to take the written. I woke up this morning pain free so I thought that was a sign to get my butt going I had no excuse to put it off any longer. Off I went with average test score on Sporty's and Gleim bouncing between 78 and 95 percent. I figured what the heck, I hate tests but I have to do this. Mary reminded me about how well I do in night school and said I would do fine.
I had all my papers and log book in order and cleared away everything but the pencils, paper and diagrams the school provided. I already felt tense! I started rolling through the questions and was up to 35 in no time at all. I thought, could this be? It's seems pretty good, then I hit a mental snag, the CG chart that I was having problems with since I always forgot the formula. I worked through the weights no problem and then drew a blank....duh. I marked that question then came back. I completed all the questions with an hour and fifteen mintes to spare and decided to do the unthinkable. Yes, the guy who ALWAYS preaches do not cahnge your gut answer....went back and changed three or four and of course changed them wrong.
With my test completed and passed I scheduled some flight time with my CFI to knock out the few hours of instrument left on my list. I can't wait until he gets after me for the questions I missed, oh that should be fun.
I returned home and looked up the questions I missed that were listed on the Airmen knowledge test report. I provided the correct answeres and a short explaination to back them up. At least Bill will know I reviewed what I missed and made a serious effort to teach myself for future use. I know that flying is a continued learning curve and to be proficient at it I must continue to push myself to learn and experience more.
I'll update after my lesson Wednesday night.
I had all my papers and log book in order and cleared away everything but the pencils, paper and diagrams the school provided. I already felt tense! I started rolling through the questions and was up to 35 in no time at all. I thought, could this be? It's seems pretty good, then I hit a mental snag, the CG chart that I was having problems with since I always forgot the formula. I worked through the weights no problem and then drew a blank....duh. I marked that question then came back. I completed all the questions with an hour and fifteen mintes to spare and decided to do the unthinkable. Yes, the guy who ALWAYS preaches do not cahnge your gut answer....went back and changed three or four and of course changed them wrong.
With my test completed and passed I scheduled some flight time with my CFI to knock out the few hours of instrument left on my list. I can't wait until he gets after me for the questions I missed, oh that should be fun
I returned home and looked up the questions I missed that were listed on the Airmen knowledge test report. I provided the correct answeres and a short explaination to back them up. At least Bill will know I reviewed what I missed and made a serious effort to teach myself for future use. I know that flying is a continued learning curve and to be proficient at it I must continue to push myself to learn and experience more.
I'll update after my lesson Wednesday night.
Tuesday, April 11, 2006
Long XC In The Books....
What a fantastic day out side!!! Wow, I could not wait to call FSS for the standard briefing. As a follow up to last nights outlook brief, I called to confirm that the big bright yellow thing in the sky was indeed the sun and the dead still calm of no winds was for real. I loaded up the SUV and headed to the airport without even making a stop for water.
My CFI was at the door bright and early to review my flight plan and give me his "blessing". I provided both briefings and we discussed them followed by my thoughts on the flight plan. I gave him the what if I don't get FF from PHL and what I would do (chug along at 2800 until clear of ILG and outter ring of class B from PHL,then climb to 4500). We also discusseed the Nuclear power plant and he asked about restrictions with my response being "who wants to loiter there, I'm headed south". I also described my plan for Dover AFB just heading south and to the west of the city which is outside the DAFB class D. I also mentioned that there is no TFR for the C-5 recovery operation in effect so I'm good to go. In my discussion with pilots around Dover I have learned that 4500 is a good ALT. to avoid C-5's who are working the pattern in the 2000 - 2500 block. Bill said everyhting looks in order, have fun and give me a call when your on the ground back home.
I saddled up for SBY, pre flight complete, run up complete and taking the active runway (27). What a great day to be in the air, why did I ever wait so long to do this????? Well, I'm here now and thats what counts. PHL App is quick on the trigger today and clears me through 4500 to proceed on course. I have ILG in sight along with the twin spans at the Delaware Memorial Bridges. I pass by ILG to the east and just west of the cooling towers from the nuke plant. Clicking off checkpoints I see Dover in the distance at my 11 o'clock and my track, speed and times look great. I get handed off to Dover App and check in, they ask my destination and I provide the VFR en route to Sierra Bravo Yankee, Sailsbury. I am taking in all the sights, 33N one of my work airports to my 3 o' clock off to the 10 o' clock is the C-5 still in its resting place just short of the runway where it went down last week at Dover. The small towns click off along the way and what seems like only minutes when Dover turns me loose to squawk VFR. I figure thats not to bad I'll contact SBY tower in a few minutes to let them know I'm about 15 out to the north for a full stop. After contacting SBY I was told to report 2 mile right base for 23, piece of cake I figure with a shallow bank to my right to align myself and a visual reference point that I would turn base as if in the pattern. Then it hits me.....SBY tower calls, ahhh...46C I do not have a visual on you, my heart skipped, and I think I got a chest pain to go along with my pucker factor....I gave my position as 3.5 miles right base and they confirmed with a cleared to land r/w 23. Whew....I almost thought I was at the wrong place even though I know I knew better. I had an ok landing followed by a taxi back to the active and departure, with VFR advisories to WWD.
My first trip across the bay, I was loving it !! I watched my shadow across the water then thought better of it and got back to flying the airplane. All the ships lined up and just loving the views. Cruising along now at 5500 and land in gliding distance I started my decent for WWD. I could see cape may airport in the distance and tuned in the awos. Ok, runway 19 the active so I positioned myself for a 45* entry to the downwind. I got bumped around a little bit but held ALT and was on track with a slightly wide turn base to final but with room to track back, no steep banks here and no approach stalls, That runs through my mind every turn to final. Nice and easy, I set 46C down with a very nice landing. I met the guys from work, they took a few photos that I'll get posted, it was sure fun to fly into an airport I worked at and check out the lights and signs for myself. Time to go, I did a walk around then saddled up for ILG.
Once in the air I contacted Atlantic city approach and we
exchanged info. I passed by port Norris and continued along with a hand off to dover approach. Dover was busy with a C-5 with landing gear problems so they pretty much directed me to squak VFR and gave me PHL's frequency if I cared to contact them. I thanked them for thier help and made my way for ILG. At 15 miles out I rang up ILG to let them know I was inbound for a full stop with the current ATIS. The TWR asked me to repeat type of aircraft and I did, again. I was directed to enter the downwind for runway 19 and advise.I read back and chugged along. As I crossed the river ILG got a call with traffic from the north, they asked me if I could enter a left base for 27 instead, if that would be a problem. I quickly responded enter left base runway 27, no problem, 46C . I then headed towards the Bridge and proceeded to turn left base and final with a real nice landing. As I crossed the numbers the other traffic asked if I was in camo since he could not see me.........don't make me laugh I'm landing here, I thought.
ILG asked where I was parking and I asked for a taxi back and departure VFR to Brandywine with advisories. I was instructed to do a 180 and taxi back to depart on runway 19 from the intersection if that was not a problem. I quickly glanced and noticed the distance markers and that request took 2000 feet off the runway for my take off. I thought not to worry, I got 5000 feet to use up, I'm good. I advised ILG I was good for departure at the intersection, he then cleared me for the take off. I headed to N99 at 2800, and had the airport in sight. Traffic in the pattern alerted me to the active so my call to Brandywine was, Cessna 2746C, 6 miles to the south positioning for a 45* entry for left downwind r/w 27. My instructor was in that plane with a student. He asked how things were going I gave him the ok, so far (thinking about my home field landing yet to come). I watched traffic depart 27 as I was turning down wind we swapped calls out of our locations. I set up for landing and made my call and turned to base followed by my turn to final. Looking good, just passing below 1000......speed good, rate of decent good. Hardly a breeze to speak of as I add the last notch of flaps but don't pull the power ALL the way off fast enough (brain fart). I cross the numbers about 70 kts and ride the low slow flight as the speed bleeds off.....I add a touch of power as I sink and chirps followed by a short skip and then down. I roll past my taxiway and get turned around and advise of back taxi. Finally home and tied down!!!!!!!! what a GREAT day!! 2.8 hours of pure heaven!
My CFI was at the door bright and early to review my flight plan and give me his "blessing". I provided both briefings and we discussed them followed by my thoughts on the flight plan. I gave him the what if I don't get FF from PHL and what I would do (chug along at 2800 until clear of ILG and outter ring of class B from PHL,then climb to 4500). We also discusseed the Nuclear power plant and he asked about restrictions with my response being "who wants to loiter there, I'm headed south". I also described my plan for Dover AFB just heading south and to the west of the city which is outside the DAFB class D. I also mentioned that there is no TFR for the C-5 recovery operation in effect so I'm good to go. In my discussion with pilots around Dover I have learned that 4500 is a good ALT. to avoid C-5's who are working the pattern in the 2000 - 2500 block. Bill said everyhting looks in order, have fun and give me a call when your on the ground back home.
I saddled up for SBY, pre flight complete, run up complete and taking the active runway (27). What a great day to be in the air, why did I ever wait so long to do this????? Well, I'm here now and thats what counts. PHL App is quick on the trigger today and clears me through 4500 to proceed on course. I have ILG in sight along with the twin spans at the Delaware Memorial Bridges. I pass by ILG to the east and just west of the cooling towers from the nuke plant. Clicking off checkpoints I see Dover in the distance at my 11 o'clock and my track, speed and times look great. I get handed off to Dover App and check in, they ask my destination and I provide the VFR en route to Sierra Bravo Yankee, Sailsbury. I am taking in all the sights, 33N one of my work airports to my 3 o' clock off to the 10 o' clock is the C-5 still in its resting place just short of the runway where it went down last week at Dover. The small towns click off along the way and what seems like only minutes when Dover turns me loose to squawk VFR. I figure thats not to bad I'll contact SBY tower in a few minutes to let them know I'm about 15 out to the north for a full stop. After contacting SBY I was told to report 2 mile right base for 23, piece of cake I figure with a shallow bank to my right to align myself and a visual reference point that I would turn base as if in the pattern. Then it hits me.....SBY tower calls, ahhh...46C I do not have a visual on you, my heart skipped, and I think I got a chest pain to go along with my pucker factor....I gave my position as 3.5 miles right base and they confirmed with a cleared to land r/w 23. Whew....I almost thought I was at the wrong place even though I know I knew better. I had an ok landing followed by a taxi back to the active and departure, with VFR advisories to WWD.
My first trip across the bay, I was loving it !! I watched my shadow across the water then thought better of it and got back to flying the airplane. All the ships lined up and just loving the views. Cruising along now at 5500 and land in gliding distance I started my decent for WWD. I could see cape may airport in the distance and tuned in the awos. Ok, runway 19 the active so I positioned myself for a 45* entry to the downwind. I got bumped around a little bit but held ALT and was on track with a slightly wide turn base to final but with room to track back, no steep banks here and no approach stalls, That runs through my mind every turn to final. Nice and easy, I set 46C down with a very nice landing. I met the guys from work, they took a few photos that I'll get posted, it was sure fun to fly into an airport I worked at and check out the lights and signs for myself. Time to go, I did a walk around then saddled up for ILG.
Once in the air I contacted Atlantic city approach and we
exchanged info. I passed by port Norris and continued along with a hand off to dover approach. Dover was busy with a C-5 with landing gear problems so they pretty much directed me to squak VFR and gave me PHL's frequency if I cared to contact them. I thanked them for thier help and made my way for ILG. At 15 miles out I rang up ILG to let them know I was inbound for a full stop with the current ATIS. The TWR asked me to repeat type of aircraft and I did, again. I was directed to enter the downwind for runway 19 and advise.I read back and chugged along. As I crossed the river ILG got a call with traffic from the north, they asked me if I could enter a left base for 27 instead, if that would be a problem. I quickly responded enter left base runway 27, no problem, 46C . I then headed towards the Bridge and proceeded to turn left base and final with a real nice landing. As I crossed the numbers the other traffic asked if I was in camo since he could not see me......ILG asked where I was parking and I asked for a taxi back and departure VFR to Brandywine with advisories. I was instructed to do a 180 and taxi back to depart on runway 19 from the intersection if that was not a problem. I quickly glanced and noticed the distance markers and that request took 2000 feet off the runway for my take off. I thought not to worry, I got 5000 feet to use up, I'm good. I advised ILG I was good for departure at the intersection, he then cleared me for the take off. I headed to N99 at 2800, and had the airport in sight. Traffic in the pattern alerted me to the active so my call to Brandywine was, Cessna 2746C, 6 miles to the south positioning for a 45* entry for left downwind r/w 27. My instructor was in that plane with a student. He asked how things were going I gave him the ok, so far (thinking about my home field landing yet to come). I watched traffic depart 27 as I was turning down wind we swapped calls out of our locations. I set up for landing and made my call and turned to base followed by my turn to final. Looking good, just passing below 1000......speed good, rate of decent good. Hardly a breeze to speak of as I add the last notch of flaps but don't pull the power ALL the way off fast enough (brain fart). I cross the numbers about 70 kts and ride the low slow flight as the speed bleeds off.....I add a touch of power as I sink and chirps followed by a short skip and then down. I roll past my taxiway and get turned around and advise of back taxi. Finally home and tied down!!!!!!!! what a GREAT day!! 2.8 hours of pure heaven!
Wednesday, April 05, 2006
Long Solo XC A "No Go"
It looks like a “no-go” for weather. It is nasty out right now at 1100Z and the forecast for my 1330 departure does not look much better. DOV reports showers as I cross the area and by arrival at SBY I should be clear of the rain but it looks like some gusting winds. With the AIRMET Turb and Ice it just does not look like a fun day to enjoy my cross country solo. I also will be crossing the Delaware Bay, and although only 12 miles at the narrowest point I don't think it would be to much fun with crappy visibility. I will reschedule today after I get another look at the weather forecast.
KILG - NEW WX STARTING: 13:00Z WINDS: 290 AT 11 GUST 22 VISIBILITY: >6.0 MILES CLOUDS: 40 OVC TEMPORARY WX FROM 13Z TO 16Z VISIBILITY: 6.0 MILES WEATHER: -SHRA CLOUDS: 30 BKN
KDOV - WX BECOMING FROM 13Z TO 14Z WINDS: 290 AT 12 GUST 18 VISIBILITY: 3.7 MILES WEATHER: -RA_BR CLOUDS: 30 BKN CLOUDS: 60 OVC ICING: LIGHT IN CLOUD FROM 40 TO 61 ALTIMETER SETTING: 29.68 IN HG
KSBY - NEW WX STARTING: 14:00Z WINDS: 300 AT 17 GUST 25 VISIBILITY: >6.0 MILES CLOUDS: 60 BKN
KMIV - TEMPORARY WX FROM 13Z TO 16Z VISIBILITY: 6.0 MILES WEATHER: -SHRA CLOUDS: 30 BKN NEW WX STARTING: 16:00Z WINDS: 310 AT 15 GUST 28 VISIBILITY: >6.0 MILES CLOUDS: 45 BKN
KILG - NEW WX STARTING: 16:00Z WINDS: 310 AT 15 GUST 28 VISIBILITY: >6.0 MILES CLOUDS: 45 BKN TEMPORARY WX FROM 16Z TO 18Z CLOUDS: 30 BKN
AIRMET TURB...NY NJ PA OH WV MD DC DE VA NC SC GA AND CSTL WTRS FROM JHW TO 160SE SIE TO 190ESE ECG TO 160ESE ILM TO GQO TO HMV TO HNN TO JHW OCNL MOD TURB BTN SFC AND 080. CONDS CONTG BYD 14Z THRU 20Z.
AIRMET ICE...VT MA CT NY LO NJ PA OH LE WV MD DC DE VA FROM MSS TO BDL TO SBY TO 40NE PSK TO APE TO 40NNW CLE TO BUF TO MSS OCNL MOD RIME/MXD ICGICIP BTN FRZLVL AND 120. FRZLVL SFC N SLPG TO 040 S. CONDS CONTG BYD 14Z THRU 20Z. . FRZLVL...SFC N OF IND-JST-HUL LN SLPG TO 040-060 S OF CVG-BKW-RIC-160ESE ACK LN.
KILG - NEW WX STARTING: 13:00Z WINDS: 290 AT 11 GUST 22 VISIBILITY: >6.0 MILES CLOUDS: 40 OVC TEMPORARY WX FROM 13Z TO 16Z VISIBILITY: 6.0 MILES WEATHER: -SHRA CLOUDS: 30 BKN
KDOV - WX BECOMING FROM 13Z TO 14Z WINDS: 290 AT 12 GUST 18 VISIBILITY: 3.7 MILES WEATHER: -RA_BR CLOUDS: 30 BKN CLOUDS: 60 OVC ICING: LIGHT IN CLOUD FROM 40 TO 61 ALTIMETER SETTING: 29.68 IN HG
KSBY - NEW WX STARTING: 14:00Z WINDS: 300 AT 17 GUST 25 VISIBILITY: >6.0 MILES CLOUDS: 60 BKN
KMIV - TEMPORARY WX FROM 13Z TO 16Z VISIBILITY: 6.0 MILES WEATHER: -SHRA CLOUDS: 30 BKN NEW WX STARTING: 16:00Z WINDS: 310 AT 15 GUST 28 VISIBILITY: >6.0 MILES CLOUDS: 45 BKN
KILG - NEW WX STARTING: 16:00Z WINDS: 310 AT 15 GUST 28 VISIBILITY: >6.0 MILES CLOUDS: 45 BKN TEMPORARY WX FROM 16Z TO 18Z CLOUDS: 30 BKN
AIRMET TURB...NY NJ PA OH WV MD DC DE VA NC SC GA AND CSTL WTRS FROM JHW TO 160SE SIE TO 190ESE ECG TO 160ESE ILM TO GQO TO HMV TO HNN TO JHW OCNL MOD TURB BTN SFC AND 080. CONDS CONTG BYD 14Z THRU 20Z.
AIRMET ICE...VT MA CT NY LO NJ PA OH LE WV MD DC DE VA FROM MSS TO BDL TO SBY TO 40NE PSK TO APE TO 40NNW CLE TO BUF TO MSS OCNL MOD RIME/MXD ICGICIP BTN FRZLVL AND 120. FRZLVL SFC N SLPG TO 040 S. CONDS CONTG BYD 14Z THRU 20Z. . FRZLVL...SFC N OF IND-JST-HUL LN SLPG TO 040-060 S OF CVG-BKW-RIC-160ESE ACK LN.
Saturday, April 01, 2006
Study Time.....Hittin' The Books!
Yes, I've come to the point that I must take the written test. I just have to say that I really do not like tests, does anyone? Yes, I think there are a few folks who zip right through the testing, me on the other hand have a hard enough time finding space in the brain for daily activities. :) With contracts and specifications rolling around in there what space can be open? I had a boss once that told my friend as he handed off a major road construction project to her to "stick this in the back of your head". We still laugh over it today when she said her head was full and it would explode if she "stuck" another thing there. Well she did store it all and went on to be a very successfull Engineer.
I stray from the subject as I do the prep for my test but I have a plan. I have been working on the Gleim test prep and Sporty's study and test preps. I figure if I see all 700 plus questions all week, multiple times, the answers will jump out at me. Ok, I said it was a plan and I figure I have to start somewhere.
Update - Sunday is booked solid so it looks like my Cross Country will be Wednesday morning! Watch out Salisbury, MD and Wildwood, NJ.....here I come !
Off to study....
I stray from the subject as I do the prep for my test but I have a plan. I have been working on the Gleim test prep and Sporty's study and test preps. I figure if I see all 700 plus questions all week, multiple times, the answers will jump out at me. Ok, I said it was a plan and I figure I have to start somewhere.
Update - Sunday is booked solid so it looks like my Cross Country will be Wednesday morning! Watch out Salisbury, MD and Wildwood, NJ.....here I come !
Off to study....
Friday, March 31, 2006
Landings Anyone?
I had hoped for a cross country day, and the weather Gods did cooperate, however, 2746C was scheduled for a 9am lesson. I did not want to burn a full day of vacation to get the flight in, at least not yesterday morning. Looking back and thinking about how nice it was I wish I would have made the call.
My one hour of landing work went very well. It felt good to be at the controls and taxing out. There were signs of life at Brandywine this morning with a fellow student in a 152 and traffic arriving and ground traffic following me to the run up for departure on the active (27)
I made three landings that I grade as good, for a letter grade maybe a B-. My fourth and final landing was really nice, speed at 60 kts stall horn moaning, barely a chirp on the mains and just a soft delayed touchdown with the nose. I really think the 50' wide runway will help me in the long run. I am consistent with on center and my touchdown point and that I think is a big boost for the confidence.
I am going to review my flight plan today and call to schedule for a Sunday long cross country, I hope 46C is available.
My one hour of landing work went very well. It felt good to be at the controls and taxing out. There were signs of life at Brandywine this morning with a fellow student in a 152 and traffic arriving and ground traffic following me to the run up for departure on the active (27)
I made three landings that I grade as good, for a letter grade maybe a B-. My fourth and final landing was really nice, speed at 60 kts stall horn moaning, barely a chirp on the mains and just a soft delayed touchdown with the nose. I really think the 50' wide runway will help me in the long run. I am consistent with on center and my touchdown point and that I think is a big boost for the confidence.
I am going to review my flight plan today and call to schedule for a Sunday long cross country, I hope 46C is available.
Wednesday, March 22, 2006
Long Cross Country Solo Planning
I had a chance to talk with my CFI today and decided to fly Sunday morning for some landing practice. We also discussed the next steps to my Private Pilot License. I am cleared for my Long Cross Country which will be along the following flight path; N99-KSBY-KWWD-KILG and home again to N99.
I will have my 60 question written test, 3 hours of night dual cross country, 3 hours of Instrumnet Flight Rules ( yeah flying with those funky glasses) and then checkride prep and review. I hope to have my ticket by memorial day, really by May 1st but why push it.
Mary and I have run a hundred places through our minds of where to fly. Cape May, NJ for dinner over looking the beach, Williamsburg/Newport News, VA to spend some time with a dear friend of ours and hit Busch Gardens for play time, Williamsport, PA this summer to watch the little league world series, Block Island, RI, Tangier Island, Pittsburgh to visit friends, those past and friends we consider family, Niagra Falls (again), Las Vegas (again) but do daily plane trips to various places/states, New England in the fall, Boston to see family....and the list goes on.
Big dreams, excited for our future together and in aviation. Mary is excited about taking the pinch hittters or companion course. It would be great if she learns the radio lingo and I'm sure we will have two charts for each flight. :) maybe I will make color copies for my flight planning and she can wrestle with the full size.
I cant wait to fly to Factoryville, Pa and spend some time fishing on my friends 28 acres. I can't forget a stop to vist the cemetary across the highway from KWBW where my folks are buried, my Pop sure would have loved a ride and would have been proud of my accomplishment, Mom on the other hand would NEVER even consider going for a ride. Geezzz I miss them both.
I will have my 60 question written test, 3 hours of night dual cross country, 3 hours of Instrumnet Flight Rules ( yeah flying with those funky glasses) and then checkride prep and review. I hope to have my ticket by memorial day, really by May 1st but why push it.
Mary and I have run a hundred places through our minds of where to fly. Cape May, NJ for dinner over looking the beach, Williamsburg/Newport News, VA to spend some time with a dear friend of ours and hit Busch Gardens for play time, Williamsport, PA this summer to watch the little league world series, Block Island, RI, Tangier Island, Pittsburgh to visit friends, those past and friends we consider family, Niagra Falls (again), Las Vegas (again) but do daily plane trips to various places/states, New England in the fall, Boston to see family....and the list goes on.
Big dreams, excited for our future together and in aviation. Mary is excited about taking the pinch hittters or companion course. It would be great if she learns the radio lingo and I'm sure we will have two charts for each flight. :) maybe I will make color copies for my flight planning and she can wrestle with the full size.
I cant wait to fly to Factoryville, Pa and spend some time fishing on my friends 28 acres. I can't forget a stop to vist the cemetary across the highway from KWBW where my folks are buried, my Pop sure would have loved a ride and would have been proud of my accomplishment, Mom on the other hand would NEVER even consider going for a ride. Geezzz I miss them both.
Tuesday, March 21, 2006
Solo Cross Country
I got up this morning not expecting the weather to take a turn for the better but...I was wrong. After a early check the snow showers appear to be holding off until this afternoon. I also was happy with the tailwind for my N99 to KESN first leg. I talked with my CFI and we pretty much agreed as of 8pm last night it was not looking good so we decided to work on my 3 hours of IFR. I only have night flight, 3 hours, IFR 3 hours and a second cross country to finish up.
I get out of my truck at the airport and Bill leans out the door and tells me to bring my flight plan your on! I am ? um...well.....I didn't finish running the numbers with the updated winds aloft since we pretty much decided on a no go last night. Bill said the weather will hold and you should get the flight in, lets see what you got. I break out the flight plan and we discuss as I work out the winds corrected heading, airspeed, leg times and fuel burn. 10 minutes later he is signing off in my log book for me to go. I pack up, walk out to 46C and start my pre-flight. Pre flight complete I taxi out for my run up and departure on runway 27. Funny, as I announce my intentions they take on a new sound, now void of the "to remain in the pattern" phrase. I feel like a 16 yr old in Pop's car all alone for the first time, again.
I have a 20 kt quartering tailwind so I am making great time as I confirm my TOC checkpoint and my second checkpoint KEVY. Wow, crossing the C&D Canal and looking at the SR1 bridge, thinking how small it looks from only 4500 at my 9 o' clock. On to the next checkpoint a marina on the Sassafras river on the 305* Smyrna (ENO) vor radial. Looking good with leg times spot on and now picking up Rt. 301 that will lead me like a trail of bread crumbs to within 10 minutes of KESN. Crossing Rt. 301 as planned where 301 splits in two locations within a few miles of each other to look like humps on a camels back (thanks to google for the visual prior to flight). The "humps" at my Price, MD checkpoint leave only Rt. 50 to follow to stop #1. Calling Easton Unicom for advisory and listening to the AWOS I find that the active is r/w 4. Hey, this works I am almost in the downwind position. I call out my location and since there is no traffic I slip in on the downwind leg. Holding my pattern altitude I flow through the landing checklists and end up with a slow nose up, stall horn moanin' touchdown, very sweet! I taxi to Easton Jet for a potty break and to find something to buy so I have a receipt to take home (just for myself).
My quick stop complete, I do a walk around followed by the start up, taxi out and run up. I taxi out to r/w 4 via t/w 'A' announce holding short r/w 4 for aircraft on short final. I follow with a check for traffic and roll out into position and announce departing r/4 as the aircraft that landed clears and off I go. Minding the noise abatement I climb out and turn left to hug Rt. 50 to miss the trailer park no fly/be a good neighbor area. All checkpoints are hitting my times, things are feeling good. I turn on the GPS and confirm my ground speed, I planned with a headwind going home for 105 kts, I was tooling along at 104, I'm happy. Following Rt 301 north and pretty much the same checkpoints I am well on my way for KILG. Crossing the Canal and passing KEVY I call Wilmington tower and after acknowledged I reply with 2746C Cessna 172, with you 3000, 10 to the south over Summit (EVY) Inbound for full stop with "Echo", Wilmington advises report 3 mile left base r/w 1. I break to the left from my plan to position myself for the left base entry. I watch traffic land and depart, finally turning to enter the left base and in position advising ILG. ILG responds with a clear to land, I acknowledge CTL r/w 1 and add a second notch of flaps as I start my final turn. A bit high, cutting power over Rt13 adding last notch of flaps, speed good decent good, nose up.....keep it there, stall horn moan......slight chirp and riding almost a wheelie as the nose wheel follows 5 seconds later. Man that was fun !!!! I hope my co-workers were watching. A quick turn around and I am departing ILG for home.
Tracking the MXE Modena vor I am headed North. Once I cross MXE I will turn to 54* and call out my location and intentions for N99. Turning for the 45* entry to r/w 27 I advise and I'm feeling good. A departing aircraft calls out departing r/w 9 and asks me to keep an eye out for him. CRAP, I didn't ask for an advisory and instead assumed 27 was still the active. I immediately announced breaking it off and departing the pattern to the west to reposition for a 45* entry to right downwind r/w 9. Ok feeling like a dope, I dropped the ball in front of the home team.....regroup.....I turn out wide and pick up the traffic that departed, he is off to the north. I now have a helicopter entering a "right base" for 27, Helo's they got it made can just go and set it down. I enter at a 45* for the right downwind r/w 9 hitting my marks but not maintaining ALT. As I look for the helo traffic I lost 150'. Climb, get on track I tell myself, ok landing checklist complete I turn base, add a second notch of flaps followed by turn to final. Looking for traffic, that helo, he is on his way into r/w 27 I acknowledge contact he states he will be north of the runway and I am good to go for landing. Hmmmmmm....a little bit high playing the watch me game so I cut power and add last notch of flaps, I have the runway made no question. My speed is fast 70 kts, I float a bit and then touch down with only a short moan of the stall horn.........then chirps, DANG that was pretty much flat, then a short skip and chirps again. GRRrrrrr not pretty in front of the home crowd but I'm home safe and anxious to taxi in.
I get 46C tied down and unload the plane. I can't find my log book,, oh great I had it in my back pocket at Easton. I recheck the plane, nothing, the flight bag and headset bag, nothing. Blood pressure has to be on the rise now. I call Easton Jet center and ask them to look for me, nothing. I have to now drive there to find it. I call my lovely Bride to let her know I'm home and tell her the news. I ask if she wants to bag the rest of the day and go get crabcakes for dinner, she can't. I head out to make a stop at the house then figure on driving to Easton. Mary calls and as always gets me settled. Gary, she says, I know your pretty ticked but I have to ask, did you check the flight bag.....I'm thinking well, duh yes. I told her yes and she asked me to not head south until I relax and please check the bag for her again. God I love this woman, I stop for some lunch and empty the truck. Headset bag empty, not there, jacket good, flight bag, all the books out, 2 flashlights, extra batteries, new AOPA directory, AFD, charts (Wash.,NY) highlighters, post it's, nav log, knee board, pens, pencils all empty and no log book. Finally I set the bag on the passenger seat as it was during my flight, not wanting to block access to my whiz wheel or AFD or other essential things I think, did I slide it underneath the bag and into the pocket that just uses velcro to close???? say it's so........YES !!!!!!! there it is, a place I would never had put the darn thing. I always keep it with my headset. I call the Bride and let her know she IS the woman and thanks for keeping me grounded. Geezzz was I that pumped after my flight? The flight school is going to think I am nuts!
What a day, I am finally calm now, actually tired, but I took the dog out to the park for some fun and I am going to cook dinner for my Bride. I am looking forward to my next flight and I WILL make copies of the log book tomorrow!!!!!
I get out of my truck at the airport and Bill leans out the door and tells me to bring my flight plan your on! I am ? um...well.....I didn't finish running the numbers with the updated winds aloft since we pretty much decided on a no go last night. Bill said the weather will hold and you should get the flight in, lets see what you got. I break out the flight plan and we discuss as I work out the winds corrected heading, airspeed, leg times and fuel burn. 10 minutes later he is signing off in my log book for me to go. I pack up, walk out to 46C and start my pre-flight. Pre flight complete I taxi out for my run up and departure on runway 27. Funny, as I announce my intentions they take on a new sound, now void of the "to remain in the pattern" phrase. I feel like a 16 yr old in Pop's car all alone for the first time, again.
I have a 20 kt quartering tailwind so I am making great time as I confirm my TOC checkpoint and my second checkpoint KEVY. Wow, crossing the C&D Canal and looking at the SR1 bridge, thinking how small it looks from only 4500 at my 9 o' clock. On to the next checkpoint a marina on the Sassafras river on the 305* Smyrna (ENO) vor radial. Looking good with leg times spot on and now picking up Rt. 301 that will lead me like a trail of bread crumbs to within 10 minutes of KESN. Crossing Rt. 301 as planned where 301 splits in two locations within a few miles of each other to look like humps on a camels back (thanks to google for the visual prior to flight). The "humps" at my Price, MD checkpoint leave only Rt. 50 to follow to stop #1. Calling Easton Unicom for advisory and listening to the AWOS I find that the active is r/w 4. Hey, this works I am almost in the downwind position. I call out my location and since there is no traffic I slip in on the downwind leg. Holding my pattern altitude I flow through the landing checklists and end up with a slow nose up, stall horn moanin' touchdown, very sweet! I taxi to Easton Jet for a potty break and to find something to buy so I have a receipt to take home (just for myself).
My quick stop complete, I do a walk around followed by the start up, taxi out and run up. I taxi out to r/w 4 via t/w 'A' announce holding short r/w 4 for aircraft on short final. I follow with a check for traffic and roll out into position and announce departing r/4 as the aircraft that landed clears and off I go. Minding the noise abatement I climb out and turn left to hug Rt. 50 to miss the trailer park no fly/be a good neighbor area. All checkpoints are hitting my times, things are feeling good. I turn on the GPS and confirm my ground speed, I planned with a headwind going home for 105 kts, I was tooling along at 104, I'm happy. Following Rt 301 north and pretty much the same checkpoints I am well on my way for KILG. Crossing the Canal and passing KEVY I call Wilmington tower and after acknowledged I reply with 2746C Cessna 172, with you 3000, 10 to the south over Summit (EVY) Inbound for full stop with "Echo", Wilmington advises report 3 mile left base r/w 1. I break to the left from my plan to position myself for the left base entry. I watch traffic land and depart, finally turning to enter the left base and in position advising ILG. ILG responds with a clear to land, I acknowledge CTL r/w 1 and add a second notch of flaps as I start my final turn. A bit high, cutting power over Rt13 adding last notch of flaps, speed good decent good, nose up.....keep it there, stall horn moan......slight chirp and riding almost a wheelie as the nose wheel follows 5 seconds later. Man that was fun !!!! I hope my co-workers were watching. A quick turn around and I am departing ILG for home.
Tracking the MXE Modena vor I am headed North. Once I cross MXE I will turn to 54* and call out my location and intentions for N99. Turning for the 45* entry to r/w 27 I advise and I'm feeling good. A departing aircraft calls out departing r/w 9 and asks me to keep an eye out for him. CRAP, I didn't ask for an advisory and instead assumed 27 was still the active. I immediately announced breaking it off and departing the pattern to the west to reposition for a 45* entry to right downwind r/w 9. Ok feeling like a dope, I dropped the ball in front of the home team.....regroup.....I turn out wide and pick up the traffic that departed, he is off to the north. I now have a helicopter entering a "right base" for 27, Helo's they got it made can just go and set it down. I enter at a 45* for the right downwind r/w 9 hitting my marks but not maintaining ALT. As I look for the helo traffic I lost 150'. Climb, get on track I tell myself, ok landing checklist complete I turn base, add a second notch of flaps followed by turn to final. Looking for traffic, that helo, he is on his way into r/w 27 I acknowledge contact he states he will be north of the runway and I am good to go for landing. Hmmmmmm....a little bit high playing the watch me game so I cut power and add last notch of flaps, I have the runway made no question. My speed is fast 70 kts, I float a bit and then touch down with only a short moan of the stall horn.........then chirps, DANG that was pretty much flat, then a short skip and chirps again. GRRrrrrr not pretty in front of the home crowd but I'm home safe and anxious to taxi in.
I get 46C tied down and unload the plane. I can't find my log book,
What a day, I am finally calm now, actually tired, but I took the dog out to the park for some fun and I am going to cook dinner for my Bride. I am looking forward to my next flight and I WILL make copies of the log book tomorrow!!!!!
Sunday, March 19, 2006
My Laps Were Cut Short....
It looked fantastic out this morning and the report from the "unofficial" AWOS at Brandywine reported winds 270 at 5 kts. Yeah buddy! No cross wind so get rolling. Mary and I went to the airport with the plan of lesson then eats at the DK Diner in West Chester.
I went through my pre flight and was ready to roll. I taxied 46C to the run up area and waited for a Cessna 150 to clear. Once he was rolling I taxied in to the far side leaving room for another C-150 that was following. Run up complete, I head for r/w 27 announcing my intentions to depart 27 and remain in the pattern. Final check at the hold short, fuel both and on, trim for take off check, flaps check, mixture full rich check and I'm rolling. Checking the wind sock (hey it's new) I notice a cross wind right to left or north to south. Rolling with some right bank and rotating to level at take off 46C jumps off the ground. Whoa...weather vane time, I feel like I am on the barn roof!! Maintaining my heading of 285 for noise abatement I hear a call to 46C as I am about to call my crosswind. It's my CFI and he said after the first round bring it in, the winds are gusting now at 23 kts. I respond 2746C affirmative then call out my crosswind and downwind. I am really having to crab on the downwind to track correctly. Ok make ready for landing, fuel both and on, mixture full rich, landing taxi lights on. The voice in my head is telling me strong headwind and crosswinds flip flopping back and forth so keep the power with the headwind. Powering back to 1500 and adding a notch of flaps my speed and decent look great. Calling out my turn to base is easy, making the shallow bank and holding speed is the challenge. Wind is pushing me pretty good so I increase bank angle slightly running all the forum posts in my mind that talk about approach stalls while keeping coordinated. Nice, on final a tad high I add the second notch of flaps still getting pushed around I dip the wing right and add left rudder for a nice slip. Maintaining speed and decent I am making corrections to keep me on center of that 50' wide runway. As I cross the road and approach the runway end I add the last notch of flaps. Winds changing, holding it off, almost down, stall horn moans, hold it off (CFI is watching) stall horn talks to me again....I swear it said set me down, and I did with a slight chirp followed by a short roll out and the nose wheel touching down. WOW!! That was fun !!!!
I taxied back and tied down 46C giving her a pat on the cowl with a thanks girl good job. Bill is taking a new student out and going through the pre flight with her. She has that look, we all know it, excited anticipation. Bill said great job on that landing, nose was up very nice. I nod, wave and say thanks, making eye contact with his new student and hollering over to her to have fun and enjoy it!
I am up again tuesday for my solo XC but I think the weather will cut that short.
I went through my pre flight and was ready to roll. I taxied 46C to the run up area and waited for a Cessna 150 to clear. Once he was rolling I taxied in to the far side leaving room for another C-150 that was following. Run up complete, I head for r/w 27 announcing my intentions to depart 27 and remain in the pattern. Final check at the hold short, fuel both and on, trim for take off check, flaps check, mixture full rich check and I'm rolling. Checking the wind sock (hey it's new) I notice a cross wind right to left or north to south. Rolling with some right bank and rotating to level at take off 46C jumps off the ground. Whoa...weather vane time, I feel like I am on the barn roof!! Maintaining my heading of 285 for noise abatement I hear a call to 46C as I am about to call my crosswind. It's my CFI and he said after the first round bring it in, the winds are gusting now at 23 kts. I respond 2746C affirmative then call out my crosswind and downwind. I am really having to crab on the downwind to track correctly. Ok make ready for landing, fuel both and on, mixture full rich, landing taxi lights on. The voice in my head is telling me strong headwind and crosswinds flip flopping back and forth so keep the power with the headwind. Powering back to 1500 and adding a notch of flaps my speed and decent look great. Calling out my turn to base is easy, making the shallow bank and holding speed is the challenge. Wind is pushing me pretty good so I increase bank angle slightly running all the forum posts in my mind that talk about approach stalls while keeping coordinated. Nice, on final a tad high I add the second notch of flaps still getting pushed around I dip the wing right and add left rudder for a nice slip. Maintaining speed and decent I am making corrections to keep me on center of that 50' wide runway. As I cross the road and approach the runway end I add the last notch of flaps. Winds changing, holding it off, almost down, stall horn moans, hold it off (CFI is watching) stall horn talks to me again....I swear it said set me down, and I did with a slight chirp followed by a short roll out and the nose wheel touching down. WOW!! That was fun !!!!
I taxied back and tied down 46C giving her a pat on the cowl with a thanks girl good job. Bill is taking a new student out and going through the pre flight with her. She has that look, we all know it, excited anticipation. Bill said great job on that landing, nose was up very nice. I nod, wave and say thanks, making eye contact with his new student and hollering over to her to have fun and enjoy it!
I am up again tuesday for my solo XC but I think the weather will cut that short.
Wednesday, March 15, 2006
Solo XC plans...
It seems like forever since I have been flying. The winds and weather seem to always cause me to cancel my flights. This past Saturday was sunny and clear with blue skies just begging for me to be flying. Mary and I went to the airport for a "around the patch" session of landings with the Bride at the video. I wanted to tape a few landings and take some shots of 2746C. When we arrived the winds were at 350* 10-12 kts. That would be an 80* 10 kt crosswind for r/w 27 ! As a student I am allowed up to a 8 kt crosswind. We waited around as long as possible but no luck. Off we went to a local diner and then we headed home. Mary went shopping with a few girlfriends and I went to baseball practice. Maybe it just wasn't my day.....
At practice I pitched to the kids in the batting cage. I threw a 5 gallon bucket of balls to each of the kids, I think we had 11 of 12 show up. I use a screen to protect these old bones and keep it close to help them pick up the ball faster and to help my throwing speed. The last batter hit a line drive back at me, and not ducking behind the screen as I should have, I turned my face away just in time to catch a shot in the throat just left of center. It took me a good 5 minutes to catch my breath and stop the little twinkley stars from dancing around my head. I finished up with that batter, who bounced one of the side of the cage that I took on the left thigh and called it a day.
So here I sit, wanting to fly and instead rambling on. I will finish up with my XC plans and hope to fly Tuesday. I also thought about talking to my CFI and see what I can do to finish up. I have about two weeks vacation on the books from last year that I can use. I hope I can work out the details.
At practice I pitched to the kids in the batting cage. I threw a 5 gallon bucket of balls to each of the kids, I think we had 11 of 12 show up. I use a screen to protect these old bones and keep it close to help them pick up the ball faster and to help my throwing speed. The last batter hit a line drive back at me, and not ducking behind the screen as I should have, I turned my face away just in time to catch a shot in the throat just left of center. It took me a good 5 minutes to catch my breath and stop the little twinkley stars from dancing around my head. I finished up with that batter, who bounced one of the side of the cage that I took on the left thigh and called it a day.
So here I sit, wanting to fly and instead rambling on. I will finish up with my XC plans and hope to fly Tuesday. I also thought about talking to my CFI and see what I can do to finish up. I have about two weeks vacation on the books from last year that I can use. I hope I can work out the details.
Tuesday, March 07, 2006
Cleared For Solo XC
I'm not sure how but I managed to get to the airport 20 minutes early. Anticipation? Excited? Maybe a little of both, but then again maybe it was light traffic at that hour......nahhhhh...it was the anticipation!
Flight plan in hand we discussed the plan of attack for flight following. My CFI advised that in the North East it's a must, but one should take advantage of the services provided on flights. I was ready, a notepad with all approach Freq's and as always ATIS, TWR, GND and Unicom if needed.
Preflight complete we saddled up and headed out. A low wing "Delta Whiskey" was ahead of us at the run up area so we tucked in and went through the checklist. DW was waiting for clearance so he asked us to go on by, we acknowledged and headed out. Departing 27 at Brandywine I could not believe how clear it was.....I could not help but ask, out loud, why did I wait so long to learn to fly? Back in the cockpit I notify PHL Approach, comply with Squawk and altitude change/hold for traffic then proceed, once cleared, to 6500 on course to HZL.
My first checkpoint was Pottstown Muni. N47. I did not see it at first but I did have a perfect view of the cooling towers to my 3 o’clock. I dipped the wing to my right and there was N47 pretty as can be. On to Kutztown N31, with my course on track and pretty close to time. I did not see Kutztown (perfect time for that glass bottom aircraft) since I was over top, but had a handle on my body of water land mark to my 9 o’clock. My CFI had me initiate 10* bank to my left to slowly circle and locate the airport. Ahhhh…..airport hiding under me but now located, I then realign and continue on course. My next checkpoint is at the foot of Blue Mountain, Leasers Lake. I’m good to go so onward to HZL. Did I mention how clear it was? HZL is in view as I announce my fly over the field and reposition for a 45* entry to r/w 28. Once past HZL north to south you fly in to the valley, it was bumpy there and I made for a shallow turn trying to get to pattern ALT prior to entry. I hit 2600, as I turn to downwind but did not account for the wind blowing me towards the runway. Bill asked how do we look, I think to myself, like crap, as he directs me to break it off and retry, this time giving myself more room and trim to stabilize. I enter the downwind followed by base and final with a good landing. We make a quick stop and review my flight plan to ABE. My CFI questions “how long to TOC”? um…..11 minutes to 5500 I respond. Really, he says, Best check that again, what’s the ALT here at HZL? GRRRrrrrrr, 1600 so that would only be a climb out of 3900. He spares me the recalc but asks for approximate numbers which I provide. Satisfied, we saddle up for the ABE leg.…..geezzz I feel like a dope!
HZL to ABE starts off fine as I pass my new TOC checkpoint. Time looks good as I make way for Arner Memorial. I have the big ol’ lake to my 9 o’clock so I’m on target but again no airport. I immediately dip each wing then with a slight bank circle to find once again that elusive airport under me. I AM going to design a glass bottom aircraft . Ok back on track heading to ABE I call up Allentown Approach and announce position, ALT, intentions and ATIS report. A quick response has me number two for landing behind a Grumman. Looking for traffic but no contact, Allentown Approach provides vectors and ALT for runway 6. About three miles out I get the cleared to land and I set it down long and slow, almost a bit to flat. With a quick taxi and request for Advisories for a VFR return to Brandywine I am once again off and flying.
Almost home, My CFI instructs me that (hypothetical situation) Brandywine is closed you must divert to Reading (RDG). Take me through it he says, I glance at my sectional and Bill says hold over your known point, make it easy on yourself. I go into a gentle turn over green lake reservoir and work the numbers. I figure on a course of 270*, and about 15 miles. That should be about an 8 to 10 minutes max. Now for the radio numbers, checking the sectional again I have TWR, GRD, ATIS but no Approach. Bill asks where do you find it, I respond in the AFD, where is it you ask? In my flight bag on the back seat. He points to the pocket along my left leg and said ALWAYS in the pocket along with the wiz wheel. Lesson learned.
We get back on track and head to Brandywine. Pretty much uneventful with a fly over the field (announced) above pattern ALT followed by a nice turn out and reposition for a 45* to r/w 27 downwind. I had an ok landing, but overall a GREAT trip!!
We closed with a review that needs me to concentrate on a few things:
Pattern entry (the reposition portion) and holding ALT a bit closer.
Radio work was good, keep it up!
Landings practice on nose up
I was then cleared to solo XC!!!!!!!!!!!!!!!!!!!!!! I can’t wait to start planning!!!!!
Flight plan in hand we discussed the plan of attack for flight following. My CFI advised that in the North East it's a must, but one should take advantage of the services provided on flights. I was ready, a notepad with all approach Freq's and as always ATIS, TWR, GND and Unicom if needed.
Preflight complete we saddled up and headed out. A low wing "Delta Whiskey" was ahead of us at the run up area so we tucked in and went through the checklist. DW was waiting for clearance so he asked us to go on by, we acknowledged and headed out. Departing 27 at Brandywine I could not believe how clear it was.....I could not help but ask, out loud, why did I wait so long to learn to fly? Back in the cockpit I notify PHL Approach, comply with Squawk and altitude change/hold for traffic then proceed, once cleared, to 6500 on course to HZL.
My first checkpoint was Pottstown Muni. N47. I did not see it at first but I did have a perfect view of the cooling towers to my 3 o’clock. I dipped the wing to my right and there was N47 pretty as can be. On to Kutztown N31, with my course on track and pretty close to time. I did not see Kutztown (perfect time for that glass bottom aircraft) since I was over top, but had a handle on my body of water land mark to my 9 o’clock. My CFI had me initiate 10* bank to my left to slowly circle and locate the airport. Ahhhh…..airport hiding under me but now located, I then realign and continue on course. My next checkpoint is at the foot of Blue Mountain, Leasers Lake. I’m good to go so onward to HZL. Did I mention how clear it was? HZL is in view as I announce my fly over the field and reposition for a 45* entry to r/w 28. Once past HZL north to south you fly in to the valley, it was bumpy there and I made for a shallow turn trying to get to pattern ALT prior to entry. I hit 2600, as I turn to downwind but did not account for the wind blowing me towards the runway. Bill asked how do we look, I think to myself, like crap, as he directs me to break it off and retry, this time giving myself more room and trim to stabilize. I enter the downwind followed by base and final with a good landing. We make a quick stop and review my flight plan to ABE. My CFI questions “how long to TOC”? um…..11 minutes to 5500 I respond. Really, he says, Best check that again, what’s the ALT here at HZL? GRRRrrrrrr, 1600 so that would only be a climb out of 3900. He spares me the recalc but asks for approximate numbers which I provide. Satisfied, we saddle up for the ABE leg.
HZL to ABE starts off fine as I pass my new TOC checkpoint. Time looks good as I make way for Arner Memorial. I have the big ol’ lake to my 9 o’clock so I’m on target but again no airport. I immediately dip each wing then with a slight bank circle to find once again that elusive airport under me. I AM going to design a glass bottom aircraft . Ok back on track heading to ABE I call up Allentown Approach and announce position, ALT, intentions and ATIS report. A quick response has me number two for landing behind a Grumman. Looking for traffic but no contact, Allentown Approach provides vectors and ALT for runway 6. About three miles out I get the cleared to land and I set it down long and slow, almost a bit to flat. With a quick taxi and request for Advisories for a VFR return to Brandywine I am once again off and flying.
Almost home, My CFI instructs me that (hypothetical situation) Brandywine is closed you must divert to Reading (RDG). Take me through it he says, I glance at my sectional and Bill says hold over your known point, make it easy on yourself. I go into a gentle turn over green lake reservoir and work the numbers. I figure on a course of 270*, and about 15 miles. That should be about an 8 to 10 minutes max. Now for the radio numbers, checking the sectional again I have TWR, GRD, ATIS but no Approach. Bill asks where do you find it, I respond in the AFD, where is it you ask? In my flight bag on the back seat. He points to the pocket along my left leg and said ALWAYS in the pocket along with the wiz wheel. Lesson learned.
We get back on track and head to Brandywine. Pretty much uneventful with a fly over the field (announced) above pattern ALT followed by a nice turn out and reposition for a 45* to r/w 27 downwind. I had an ok landing, but overall a GREAT trip!!
We closed with a review that needs me to concentrate on a few things:
Pattern entry (the reposition portion) and holding ALT a bit closer.
Radio work was good, keep it up!
Landings practice on nose up
I was then cleared to solo XC!!!!!!!!!!!!!!!!!!!!!! I can’t wait to start planning!!!!!
Saturday, March 04, 2006
"NO GO" Due to Winds....
KILG — Updated: 11:51 AM GMT on March 04, 2006 (Local: 6:51 AM EST)
METAR KILG 041151Z 29014KT 10SM CLR M03/M10 A3006
INITIAL WX WINDS: 300 AT 13 GUST 17 VISIBILITY: >6.0 MILES CLOUDS: CLEAR NEW WX STARTING: 14:00Z WINDS: 310 AT 16 GUST 30 VISIBILITY: >6.0 MILES CLOUDS: 40 SCT
Updated: 11:54 AM GMT on March 04, 2006 (Local: 6:54 AM EST)
METAR KPTW 041154Z AUTO 28009G14KT 10SM SCT039 M03/M11 A3004 RMK AO2 SLP172
I am really starting to wonder if I will get back in the air.....will the winds ever die down? MAybe tomorrow if there is a time slot open. I still have my XC planned for Tuesday morning.
METAR KILG 041151Z 29014KT 10SM CLR M03/M10 A3006
INITIAL WX WINDS: 300 AT 13 GUST 17 VISIBILITY: >6.0 MILES CLOUDS: CLEAR NEW WX STARTING: 14:00Z WINDS: 310 AT 16 GUST 30 VISIBILITY: >6.0 MILES CLOUDS: 40 SCT
Updated: 11:54 AM GMT on March 04, 2006 (Local: 6:54 AM EST)
METAR KPTW 041154Z AUTO 28009G14KT 10SM SCT039 M03/M11 A3004 RMK AO2 SLP172
I am really starting to wonder if I will get back in the air.....will the winds ever die down? MAybe tomorrow if there is a time slot open. I still have my XC planned for Tuesday morning.
Friday, February 24, 2006
My Next Dual Cross Country (XC)
Well, I went through the motions planning my next dual XC to Hazelton (HZL), then on to LeHigh Valley (KABE), then home to Brandywine (N99). I found that if I use the "Windows Live Local" I can fly over the route which really helps pick up the various landmarks.
Example: Here is my flight plan taken off the New York Sectional.
I try to compare the sectional to the Windows Live Local. Take a look at the third leg (green) from ABE to N99. I pass just East of PTW and just past the eastern bend in the river.
I also complete my nav log with all the leg times, fuel burns and weight and balance. My CFI provided a nice Nav Log worksheet and I recreated it on excel. I also added a 1-800-WX-Brief work sheet that makes life easier while taking down all the info FSS provides. I posted a copy of this in case anyone finds it usefull.
Time to fly the XC flight on flight sim just to get a feel for the navigation and landmarks. I punch in the winds aloft to try and check my times vs my nav log, it helps.
If the winds calm down I may get up for some T&G's tomorrow but it's not looking good. I hope to get some flying time in this week!! For now, back to the books !!
Example: Here is my flight plan taken off the New York Sectional.
I try to compare the sectional to the Windows Live Local. Take a look at the third leg (green) from ABE to N99. I pass just East of PTW and just past the eastern bend in the river.
I also complete my nav log with all the leg times, fuel burns and weight and balance. My CFI provided a nice Nav Log worksheet and I recreated it on excel. I also added a 1-800-WX-Brief work sheet that makes life easier while taking down all the info FSS provides. I posted a copy of this in case anyone finds it usefull.
Time to fly the XC flight on flight sim just to get a feel for the navigation and landmarks. I punch in the winds aloft to try and check my times vs my nav log, it helps.
If the winds calm down I may get up for some T&G's tomorrow but it's not looking good. I hope to get some flying time in this week!! For now, back to the books !!
Monday, February 20, 2006
Work In The Pattern....
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.
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.
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).
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