What a crazy day, bright and sunny here in Delaware and overcast and ground fog in Millville NJ. Ok, the bride and I decide since we have time to wait out the weather we will hit the Flight Line to have a bite to eat. Not to busy at 7:45 am, but we do notice Dave (CFI) eating breakfast with his son. Mary and I pull up to a table next to them. After some good eats we head back over to Big Sky and park it in the pilot lounge waiting for the ground fog to burn off. About 9 am it looked promising so I headed out for my pre-flight. Dave soon joined me and we saddled up for some T&G's today. I tried a different position today with my seat a tab farther back then normal, hoping that this would help with my rudder controls. Today runway 10 is the ticket out of town, so I taxi out and complete my run up. There is a slight cross wind from my 3 o' clock so holding the yoke full right and slowly rotating to level as 5219J lifts off. adding right rudder
to keep on heading I climb out to about 600 then turn cross wind. Still climbing, i look back over my shoulder at the runway end about at a 45 so I turn downwind with the focus on giving myself room. I am looking for that same picture every time of the runway at 3/4 up the strut. Downwind looking good staying on heading I add carb heat as I pass by midfield and pull the power back to 1500 rpms as I look for my position for my base turn. Yep, you got it, no flap landings today. I complete my base turn and pull the power back even more to around 1200. Turning final I pull the power all the way out (keeping hand on throttle today) I am making slight corrections looking good. I seem to always line up left of centerline. Looking down the runway holding it off......holding....then I let it down ....GRRrrrrrrr.... Dave reminds me that I don't have to fly it down, bleeding off that airspeed will settle the plane in just fine without the thud. Dave tells me that I must continue to fly the plane all the way until we tie down. I make two more landings no flaps then get back to my regular landings. Dave has me aligning myself right of center line as I come in for the remainder of the day. Strange but I seem to be over the centerline now. I'm beginning to wonder if its my eyes....Dave says it's my perception of driving the car looking over the hood and I am still applying that same thing to looking over the cowling.
I need to adjust my focus and get aligned. Dave seems to think I worked myself past the "rudder plateau" today so that's a good thing now if next lesson I can ace my landings to back that statement up. All in all a fun day. I joked about stressing over last second rudder controls and told dave I was going to kick my shoes off and fly barefoot. He said he knows of a guy that does that. Hmmmmmmm...something to ponder.
Saturday, September 17, 2005
Tuesday, September 13, 2005
Feet with the program
A taste of summer returns for my landings today. We saddle up for a round of T&G's in N5219J and head out on Runway 28. Dave spares me the cross wind landings today as we head over to Woodbine 1N4. I fly across mid field and turn right to circle and enter at a 45 for down wind runway 19. I find my self cutting the base on to final short which makes for corrections and set up for landing a bit quicker pace. Round one in the book with better rudder control but a allowing airspeed to drop a bit to much, requiring a touch of power so I don't fall in the tress. Grrrrrrrr.....the feet finally are on board and my airspeed is off. Round 2 - 4 follow pretty much the same with rudder corrections better and airspeed a problem. I'm making a mental note landing with 30 degree flaps. Time flys by as we head back to Millville for a full stop landing. I enter left base for runway 28 after giving myself plenty of room from base to final. Plenty of time to set up for landing, airspeed good (finally) rate of decent good and Alt looking good. I come over the numbers....rudder controls gentle........airspeed to low....power...power....smooth and touchdown. We taxi back to tie down and call it a day. As I clean out my belongings and tie
219J down I feel frustrated with my lack of progress. I'll be back at it Thursday if the weather permits if not saturday. I need to ace this landing stuff. I want to take off...fly a great pattern (without creeping in) and just line up and set her down. Maybe I need to stop thinking so much,and just let it happen. I keep asking myself is it me or do other students go through this too? I hope thursday is a better day.
219J down I feel frustrated with my lack of progress. I'll be back at it Thursday if the weather permits if not saturday. I need to ace this landing stuff. I want to take off...fly a great pattern (without creeping in) and just line up and set her down. Maybe I need to stop thinking so much,and just let it happen. I keep asking myself is it me or do other students go through this too? I hope thursday is a better day.
Saturday, September 10, 2005
Special Sightings
Another fantastic day, mid 80's humidity low and a nice breeze. My lovely bride makes the trip with me to Millville for my lesson. Along the way we make a stop in Alloway to stroll through the Antique shops and another stop closer to Bridgeton. We did take the ML320 instead of the Corvette but Mary was easy on me today.
We made a quick stop at the Cornerstone for lunch. After some refreshing Ice Tea and a BLT each I headed back to the ML to grab my headset and log book. Mary walked out to the aircraft with me as I started my pre flight a bit out of order. I checked both tanks for fuel and performed the fuel tests. Everything looked good so I proceeded with my pre flight. Mary did not want to distract me so she headed back into Big Sky to read a magazine she brought along. I finished up the pre flight and saddled up for another fun round of T&G's. As I taxied out Dave and I discussed some of the things for today's lesson and he informed me he met Mrs. Gary.
I laughed and said Mary was excited about watching today but once she took a look inside the 172 she had that look.....the you want me to get in that lil box and fly where look. Dave chuckled and said she would be fine...if she wanted to see a small cockpit we could take her in the hangar and show her (I forget what airplane he rattled off) really small. Ok time for the run up the to taxi to hold short for one ahead of me departing RW 10. Ok, Runway clear I notify Millville traffic that Cessna 50129J is departing RW 10. Not a bad take off, could have used a bit more rudder. We're off and climbing out to 600 then turning cross wind and climbing out to pattern Alt 1000. Turning downwind I am a bit to close and bank out left to give myself some room. I point the nose to a heading of 290 to keep my ground track correct. Abeam the numbers it's carb heat and reduce power to 15-1700 and add a notch of flaps. I turn base to soon and try to correct by turning out and re-aligning myself. This only compounds my mistake by turning final a bit late and now wide of the runway. With some banking and rudder I manage to align myself on centerline but find myself a bit high. With a slight extension and a not so long look down the runway I drop in with a thud and roll out rather quickly. I guess the flapper valve let loose and I come across the intercom with a oh S*#* that was terrible. Dave says taxi to Alpha and call down and clear. I follow his instructions and he says....now take a deep breath regroup and lets give it another go. Dave reminds me gentle corrections fly the pattern and put myself in the right position fly ahead of where your at. The quick turn to base put me behind my thought process and where I should have been physically and mentally. I think we did at least another 4 cycles with me calling one missed that I was to fast and a tad high and then crossed up with over correcting rudder. I rather go around then drop in or chance a side load on the gear that would not be safe or do much for my confidence or learning curve. After the final landing we taxied back and Dave insisted that it will all come together and that maybe I was just thinking to much.
One of the bright moments that I am adding here one day after the fact is my Eagle sighting and taxi companion. That's right As I was climbing out to 1000 and turning downwind for runway 10 I saw a large bird crossing from my 1 o'clock to my 11 o' clock and turning to lead my downwind. I caught a glimpse of sunlight of it's tail and noticed it was white (I'm thinking noway). This bird breaks hard left screams past my 9 o' clock full view Bald Eagle looking magnificent ! WOW! Very cool......made my day! My second bright spot was after my full stop and taxi I held short for a Gulfstream to pass by. As I look to check out its Tail number
(only because it has the same markings as Air Force 1) It carries "N1" . Well Ok then, I'm thinking I guess I can follow that aircraft until I reach my tie down.
Mary still had that look on her face when she met me after I secured the aircraft. One of the guys inside tossed me the keys to N346BS the 2004 Cessna 172 so that MAry could see the spacious newer 172's. She gave it a look ad really like the "modern" look and she seemed to ease her concerns. We headed back into the building and she again reaffirmed that she wants to do the companion course........I felt much better hearing that. All in all a great day with my wife and
I managed to get through another round of T&G's. I SO look forward to finally getting landings down with out any problems.....in time tiny grasshopper. I'm on the board for tuesday night after work, I can't wait to saddle back up and have at it again!
We made a quick stop at the Cornerstone for lunch. After some refreshing Ice Tea and a BLT each I headed back to the ML to grab my headset and log book. Mary walked out to the aircraft with me as I started my pre flight a bit out of order. I checked both tanks for fuel and performed the fuel tests. Everything looked good so I proceeded with my pre flight. Mary did not want to distract me so she headed back into Big Sky to read a magazine she brought along. I finished up the pre flight and saddled up for another fun round of T&G's. As I taxied out Dave and I discussed some of the things for today's lesson and he informed me he met Mrs. Gary.
I laughed and said Mary was excited about watching today but once she took a look inside the 172 she had that look.....the you want me to get in that lil box and fly where look. Dave chuckled and said she would be fine...if she wanted to see a small cockpit we could take her in the hangar and show her (I forget what airplane he rattled off) really small. Ok time for the run up the to taxi to hold short for one ahead of me departing RW 10. Ok, Runway clear I notify Millville traffic that Cessna 50129J is departing RW 10. Not a bad take off, could have used a bit more rudder. We're off and climbing out to 600 then turning cross wind and climbing out to pattern Alt 1000. Turning downwind I am a bit to close and bank out left to give myself some room. I point the nose to a heading of 290 to keep my ground track correct. Abeam the numbers it's carb heat and reduce power to 15-1700 and add a notch of flaps. I turn base to soon and try to correct by turning out and re-aligning myself. This only compounds my mistake by turning final a bit late and now wide of the runway. With some banking and rudder I manage to align myself on centerline but find myself a bit high. With a slight extension and a not so long look down the runway I drop in with a thud and roll out rather quickly. I guess the flapper valve let loose and I come across the intercom with a oh S*#* that was terrible. Dave says taxi to Alpha and call down and clear. I follow his instructions and he says....now take a deep breath regroup and lets give it another go. Dave reminds me gentle corrections fly the pattern and put myself in the right position fly ahead of where your at. The quick turn to base put me behind my thought process and where I should have been physically and mentally. I think we did at least another 4 cycles with me calling one missed that I was to fast and a tad high and then crossed up with over correcting rudder. I rather go around then drop in or chance a side load on the gear that would not be safe or do much for my confidence or learning curve. After the final landing we taxied back and Dave insisted that it will all come together and that maybe I was just thinking to much.
One of the bright moments that I am adding here one day after the fact is my Eagle sighting and taxi companion. That's right As I was climbing out to 1000 and turning downwind for runway 10 I saw a large bird crossing from my 1 o'clock to my 11 o' clock and turning to lead my downwind. I caught a glimpse of sunlight of it's tail and noticed it was white (I'm thinking noway). This bird breaks hard left screams past my 9 o' clock full view Bald Eagle looking magnificent ! WOW! Very cool......made my day! My second bright spot was after my full stop and taxi I held short for a Gulfstream to pass by. As I look to check out its Tail number
(only because it has the same markings as Air Force 1) It carries "N1" . Well Ok then, I'm thinking I guess I can follow that aircraft until I reach my tie down.
Mary still had that look on her face when she met me after I secured the aircraft. One of the guys inside tossed me the keys to N346BS the 2004 Cessna 172 so that MAry could see the spacious newer 172's. She gave it a look ad really like the "modern" look and she seemed to ease her concerns. We headed back into the building and she again reaffirmed that she wants to do the companion course........I felt much better hearing that. All in all a great day with my wife and
I managed to get through another round of T&G's. I SO look forward to finally getting landings down with out any problems.....in time tiny grasshopper. I'm on the board for tuesday night after work, I can't wait to saddle back up and have at it again!
Tuesday, September 06, 2005
Review time (turns)
A fantastic day today, low 80's, no humidity, blue sky with a few clouds here and there just to give some perception of depth. I preflight 5219J and saddle up for what I think will be another round of T&G's. After listening to the weather and setting appropriate instruments I begin a taxi to R/W 10. Upon completion of my run up with all systems "go" I advise Millville traffic of my intentions. A smooth take off brings a "good job" from my CFI followed by "lets head out
to the practice area for some review". I climb out to 600 and turn out right to the south for some medium and steep banked turns. I seemed to drop about 70 to 100 feet during my first steep bank right 360 degree turn and roll out a bit late. What was that rule....roll out 50% of your bank angle early to hit your heading?? Lets see, 45 degree bank should be 22 or so, lets make it 25 degrees and work with that. After a series of left and right 360's my steep bank turns are back in good form. On to medium bank turns and slow flight work. After so many rounds of T&G's slow flight seems like s l o w m o t i o n. This review lesson also covered approach and departure stalls.
Where did the time go? I take a heading up for Millville which is clear to see at my 11 o' clock and enjoy the flight back. Off to my 10 I see a bright shinney object, thinking it was an aircraft at first I call it out to Dave and ask why theses people don't use radios. Dave makes contact and says we'll track it then gives a lil laugh. He said sure does look like he's not moving......it's the sun reflecting causing that bright glare. LOL....well that was a first for me, I've never seen anything like that nor did I expect it that far away. Dave informed me that the Borgota in Atlantic city can get really bad at times causing the same glare.
I report Millville traffic.....Cessna 5219J crossing midfield mid field at 1500 RW 10-28 Millville traffic. I check the wind sock off to my left and its looking like runway 10 is the ticket. I guess it will have to be since my lighting contract just NOTAM'ed 14-32 out for the next 3 weeks. Ok now entering downwind and announcing to millville traffic. checking my position I am squared up nicely (no creeping in) as I am abeam the numbers I reduce power and add a notch of flaps and checking left while announcing position I turn left base. Position looking good, adding flaps to 20 degrees I call out my position as I turn final. Oh lined up nice..... speed good, rate of decent good, power off and then I make the mistake of taking my hand off the power and put it on the yoke. ....catching myself I reach over and confirm with a glance taking my eyes off my point of reference down the runway. Oh but it was just a "quick" look for the control......I look back up and that fast I am off center and now adding back pressure to keep my point of reference in my minds eye from moving all over the windscreen. Adding left rudder (back to the feet of bricks) i over correct and come back with right rudder. "It ain't pretty" as the saying goes but I made the best of it with a tad of side load 5219J rolls out to the first taxiway. I call down and clear then go through and complete the after landing check list. As we begin to taxi to the tie down we review my landing. As I figured mistake number one which caused things to "snowball" was removing my hand from the power, that started it all in motion. And in order to recover I went back to the feet of bricks (my term) Dave is way patient and professional to bust my chops that bad. He explains about following the same procedures looking for the same view, seeing the same picture every time, that consistent makes better. Good news is that I did well on the take home test.
Next lesson is saturday, weather is looking really nice and I am taking my bride with me for a day of breakfast out at the airport, she will watch the T&G's and the rest of the day antique shopping. We are even taking the ol' gal (my 81 corvette) out for the day. This serves a few needs.....one, to get the car out and put a few miles on it, two, can't fit many antiques in it (lol).
to the practice area for some review". I climb out to 600 and turn out right to the south for some medium and steep banked turns. I seemed to drop about 70 to 100 feet during my first steep bank right 360 degree turn and roll out a bit late. What was that rule....roll out 50% of your bank angle early to hit your heading?? Lets see, 45 degree bank should be 22 or so, lets make it 25 degrees and work with that. After a series of left and right 360's my steep bank turns are back in good form. On to medium bank turns and slow flight work. After so many rounds of T&G's slow flight seems like s l o w m o t i o n. This review lesson also covered approach and departure stalls.
Where did the time go? I take a heading up for Millville which is clear to see at my 11 o' clock and enjoy the flight back. Off to my 10 I see a bright shinney object, thinking it was an aircraft at first I call it out to Dave and ask why theses people don't use radios. Dave makes contact and says we'll track it then gives a lil laugh. He said sure does look like he's not moving......it's the sun reflecting causing that bright glare. LOL....well that was a first for me, I've never seen anything like that nor did I expect it that far away. Dave informed me that the Borgota in Atlantic city can get really bad at times causing the same glare.
I report Millville traffic.....Cessna 5219J crossing midfield mid field at 1500 RW 10-28 Millville traffic. I check the wind sock off to my left and its looking like runway 10 is the ticket. I guess it will have to be since my lighting contract just NOTAM'ed 14-32 out for the next 3 weeks. Ok now entering downwind and announcing to millville traffic. checking my position I am squared up nicely (no creeping in) as I am abeam the numbers I reduce power and add a notch of flaps and checking left while announcing position I turn left base. Position looking good, adding flaps to 20 degrees I call out my position as I turn final. Oh lined up nice..... speed good, rate of decent good, power off and then I make the mistake of taking my hand off the power and put it on the yoke. ....catching myself I reach over and confirm with a glance taking my eyes off my point of reference down the runway. Oh but it was just a "quick" look for the control......I look back up and that fast I am off center and now adding back pressure to keep my point of reference in my minds eye from moving all over the windscreen. Adding left rudder (back to the feet of bricks) i over correct and come back with right rudder. "It ain't pretty" as the saying goes but I made the best of it with a tad of side load 5219J rolls out to the first taxiway. I call down and clear then go through and complete the after landing check list. As we begin to taxi to the tie down we review my landing. As I figured mistake number one which caused things to "snowball" was removing my hand from the power, that started it all in motion. And in order to recover I went back to the feet of bricks (my term) Dave is way patient and professional to bust my chops that bad. He explains about following the same procedures looking for the same view, seeing the same picture every time, that consistent makes better. Good news is that I did well on the take home test.
Next lesson is saturday, weather is looking really nice and I am taking my bride with me for a day of breakfast out at the airport, she will watch the T&G's and the rest of the day antique shopping. We are even taking the ol' gal (my 81 corvette) out for the day. This serves a few needs.....one, to get the car out and put a few miles on it, two, can't fit many antiques in it (lol).
Thursday, September 01, 2005
The "take home" solo written
Finally a nice day !! I can't wait to fly today. I must have checked the METAR at least 20 times. I walk into Big Sky and the aircraft I fly is out on a XC with a student. I decide to wait for a few minutes then decide to fly top of the line 2004 172s, N346BS. Ok new headset in hand (DC 13.4S) clipboard and keys I'm off to preflight. Preflight complete and getting ready to saddle up I see 5219J turning to the apron and maneuvering to a tie down next to me. Dave asks what I would like to fly and I said I preflighted this bird so that's what I am flying, if he was ok with that (of course). He was so we taxi out. Instructions today are to takeoff and maintain runway heading to pattern ALT the turnout South to the practice area to get familiar with 46BS. Ok run up complete, this birds got some pep ! Millville Traffic.....Cessna 346BS departing 28 millville traffic. Full throttle, right rudder we're off. A quick climb out to 1000 MSL followed by a turn out to the South for the practice area. I work on medium bank turns and a few shallow turns. Dave inquires if I am ready for pattern work in BS, well heck yeah !! Ok, I gave him a yes lets have at it but I felt the Hell yes inside! I turn to MIV and set up for a 45 entry to the downwind for 28. I feel loose, I made at least 100 landings in my mind since my last lesson, talking and going through the motions. I am thinking, calm, gentle....don't break the eggs on the rudder controls. Dave takes the radio work so I can concentrate on my landings, I think next week I want to get back to all the radio work too. Ok turning final and looking good.....speed 70 knts, rate of decent 500 and ALT is just falling to 700. Slight wing dip right for the cross wind with a gentle left rudder, cross wind pushing me to center line very nice. Power already off over the numbers now....looking down the runway...holding off.....holding.... right main down......left main down...bleeding off speed....stall horn.......gentle touch down with the nose wheel!!!!! Yeah! that's what I'm talking about...man that felt great. No time to celebrate...flaps up full throttle and off again as I pass through 70 knts.
The remaining 4 touch and go's went very well. NO frustration today. My pattern work is starting to be consistent and alignment for final is looking better. Today I just kept thinking gentle...light grip.....see it land......in my minds eye it was perfect....follow Dave's instructions....so it really seemed more controlled, more stable It reminds me of riding horses. If you invision yourself taking jumps or working horses into a pen your body seems to take on the correct position and send the correct signals to the horse. I've reached the conclusion that landings take on some of the same rules. If you invision it in your minds eye your body follows what you've learned with out all that thinking. :) Hmmmmm...maybe that light just came on ! I must have done something right, Dave handed me the take home solo written.
The remaining 4 touch and go's went very well. NO frustration today. My pattern work is starting to be consistent and alignment for final is looking better. Today I just kept thinking gentle...light grip.....see it land......in my minds eye it was perfect....follow Dave's instructions....so it really seemed more controlled, more stable It reminds me of riding horses. If you invision yourself taking jumps or working horses into a pen your body seems to take on the correct position and send the correct signals to the horse. I've reached the conclusion that landings take on some of the same rules. If you invision it in your minds eye your body follows what you've learned with out all that thinking. :) Hmmmmm...maybe that light just came on ! I must have done something right, Dave handed me the take home solo written.
Tuesday, August 30, 2005
Frustration sets in..
Another typical lesson overcast, cloudy a bit of rain and of course who could forget the cross wind Gods. The runway of choice today is 14 with only a slight (for the time being) cross wind. After my run up I announce Millville traffic...Cessna 5219J Departing 14 Millville traffic. Ok I am off, dipping the wing into the wind and slowly rotating to level at the point I am taking off 55 knts....looking good lumbering out to 600 MSL and turning cross wind. Pattern work is getting better, I have a better handle on the creeping in. My CFI calls out a lighting strike as I am rolling out into my downwind. It's off to the northwest of the airport, Ummmm......I'm not really liking that but time to keep flying. Ok, I am abeam the numbers so carb heat on, throttle down to about 1700 rpm and I'll add a notch of flaps. I actually find it better to talk myself through the steps and Dave does not seem to mind. Turning base adding flaps to 20 degrees and then final I am right of the centerline but just enough for the cross wind Gods to push me back to center. Ok...adding a bit of rudder, touch of power, looking good, starting to drift Ahhhh.......to much rudder then over correcting, CRAP, holding it off...bleeding off speed......ARGhhh.....not pretty. As this landing was the first of many for what seemed like 2 hours instead of one with not much improvement each go round. After each touch and go we discuss what I need to do to get her home. As I am climbing out I am wanting to beat my head against the door but I don't want to crush my ear in the headset. Ok, deep breath.....relax and have some fun. Flying is fun....why am I starting to stress? It's the anal retentive part of me, I have to do it right.......OK....focus. Dave reminds me to handle the rudder control movements with gentle corrections not short bursts. I am thinking pushing on egg containers......light grip on the yoke...gentle gentle. I turn final and dip the right wing into the wind with gentle rudder.....holding it off.....bleeding off speed......niiiiice......alright got one in the book. No time to celebrate, carb heat off, flaps up and full throttle.......here we go again. On the next landing I again get heavy handed and feet like bricks....(sigh). Dave insists the "feel" will come with time. I
return to the pattern for a few more and then announce a full stop. I know it will come in good time.....but geeezzzz I sure wish it's sooner then later! Is it thursday yet ? I need to get back up and get er' done the right way.
return to the pattern for a few more and then announce a full stop. I know it will come in good time.....but geeezzzz I sure wish it's sooner then later! Is it thursday yet ? I need to get back up and get er' done the right way.
Thursday, August 25, 2005
The puzzle is taking shape..
Well, it has been an interesting day to say the least. Last night during my dinner at the in-laws I got a call (left on answering machine) from work to tell me that the FSS at Millville had a partial roof collapse. Of course I called asap and got the report. Knowing I had a lesson scheduled
I could not wait to see the traffic.
After my pre-flight, start up and taxi out I checked the pattern then advised Millville traffic that Cessna 5219J is departing RW 10. Today was landing and "missed" day. I had a slight crosswind to work with and it still frustrates me at times. Keeping that wing slightly dipped into the wind and rudder corrections......As my CFI says its like patting your head and rubbing your tummy.......Hmmmmm.....great...I am not sure if I can do that on a consistent basis. :) I worked for 1.1 hours today and overall takeoffs were good, except for one where I got a little carried away with rudder. I guess a short brain fart as I seemed to be weaving as if there were cones out there......a tad embarrassing but I got it squared away and got off the ground. I learned today that 30 degrees of flaps is harder (for me) to land with then 20 degrees (my flairs like the added speed). I continue to flair a bit early and seem to loose my airspeed and "drop" on the runway. Although just bleeding off speed above the surface it still makes for a small thud. I want to do better. Trying out the 20 degrees of flap on my next two landings I carry a bit more speed and hold a longer flair and then nose up for a nice touchdown. Ahhhh....I feel a bit better. After another go round or two I land and taxi back to the tie down. I really tried to focus on my pattern work today. I seem to creep in while on downwind with the cross winds.
Today I worked at maintaining my spacing/position in the pattern, looking at the wing strut and keeping aligned. I seemed to hit Everything else on time, abeam the numbers apply carb heat, reduce power, flaps......speed was consistent the whole lesson along with rate of decent so I am making progress. I am off until tuesday and then back at the landings. Time to read over my ground course books and start on practice tests.
I could not wait to see the traffic.
After my pre-flight, start up and taxi out I checked the pattern then advised Millville traffic that Cessna 5219J is departing RW 10. Today was landing and "missed" day. I had a slight crosswind to work with and it still frustrates me at times. Keeping that wing slightly dipped into the wind and rudder corrections......As my CFI says its like patting your head and rubbing your tummy.......Hmmmmm.....great...I am not sure if I can do that on a consistent basis. :) I worked for 1.1 hours today and overall takeoffs were good, except for one where I got a little carried away with rudder. I guess a short brain fart as I seemed to be weaving as if there were cones out there......a tad embarrassing but I got it squared away and got off the ground. I learned today that 30 degrees of flaps is harder (for me) to land with then 20 degrees (my flairs like the added speed). I continue to flair a bit early and seem to loose my airspeed and "drop" on the runway. Although just bleeding off speed above the surface it still makes for a small thud. I want to do better. Trying out the 20 degrees of flap on my next two landings I carry a bit more speed and hold a longer flair and then nose up for a nice touchdown. Ahhhh....I feel a bit better. After another go round or two I land and taxi back to the tie down. I really tried to focus on my pattern work today. I seem to creep in while on downwind with the cross winds.
Today I worked at maintaining my spacing/position in the pattern, looking at the wing strut and keeping aligned. I seemed to hit Everything else on time, abeam the numbers apply carb heat, reduce power, flaps......speed was consistent the whole lesson along with rate of decent so I am making progress. I am off until tuesday and then back at the landings. Time to read over my ground course books and start on practice tests.
Tuesday, August 23, 2005
Off to Woodbine 1N4 for T&G's
What a fantastic day today ! Finally got back into the air and what a sweet lesson. Today's lesson started out in a different aircraft. I'm still flying a Cessna 172 just a different bird. Completed my preflight and was ready to taxi out. A quick call to a busy Millville.....Cessna 5219J on the Big Sky ramp and ready to taxi. Ok got the info, ready to roll and off we go. I taxi out to the active runway 28 and take care of my run up. I notice a twin trailing me and performing his run up also. Ok ready to go, checking downwind, base and final......all clear...Millville radio 29J departing 28. Millville request to advise when in the air. Full power.....slight right rudder 55 knots and ease it back......we're off !!It feels great! It also feels like forever since I flew but it still feels good. Nice and smooth climbing and turning out at 600 msl for 1N4, Woodbine airport about 16 miles south east of MIV. Today provides a great view, I can see the coast, the bay and on departure I could see the stacks clear as can be on the delaware river for the nuke power plant. Ok I have woodbine in view and there is a yellow glider landing on 19 so I will slow it down as I turn out away so that I can turn to 1N4 and enter the down wind for 19 on a 45. I thought it looked small as we flew by but that 75 foot width vs the 150 at Millville really looks tiny. Also the landings today will give me a good look at a short(er) field, 3300 vs 6000 at MIV. Ok Woodbine...5219J entering at a 45 for downwind 19.....rate of decent good, speed good and adding flaps to 10 degrees. abeam the numbers carb heat on throttle back to about 1600 rpm's......turning base nice and smooth..looking good....woodbine 5219J on base for 19 woodbine... adding another 10 degrees of flaps.......ok turning final and lined up nice and centered....woodbine 29J on final 19 Woodbine.....adding another 10 degrees of flaps and reducing power......keeping centered.......feeling like slow motion today, that's a first....ease back....holding the nose up....holding ....mains down......holding back....and nose wheel down. WOW !! That felt good !!!!! I made one missed and another landing that was fair then we headed
back to Millville.
The short flight between airports was great, on heading and altitude no problems with time to really enjoy the nice clear day. Everything just seemed to click. Approaching Millville on what looked like a very long final for 32 I could not help but take in all the scenery. I radioed ...Millville radio 5219J 10 miles inbound from the SE for downwind 28. I picked a point to my 11 o'clock and held that heading so I could give myself room to turn right to a heading that would put me on a 45 for the downwind for runway 28. Millville radio updated the traffic advisory and had me looking for traffic on final for 28 also. I extended our downwind and searched for the traffic....Dave had contact but it took me a bit longer to also find my traffic. Dave said it comes with years of flying. Ok traffic at my 9 o'clock on final so I will turn base and add another 10 degrees of flaps. Looking good .....calling Millville radio to announce turning final for 28 and adding flaps along with power to 800 rpm....got er' made as Dave says. Ok holding it off......nose up.....and DANG not long enough.....a slight thud as I touchdown on 28. I turn off first taxiway and report down and clear. I finish up with my checklist.....carb heat off, flaps up, transponder to STBY......and I taxi back to the Big Sky ramp. I finish my checklist and tie the aircraft down and head inside. A real nice day and finished up with a really nice lesson. Looking forward as usual to thursdays flight.
back to Millville.
The short flight between airports was great, on heading and altitude no problems with time to really enjoy the nice clear day. Everything just seemed to click. Approaching Millville on what looked like a very long final for 32 I could not help but take in all the scenery. I radioed ...Millville radio 5219J 10 miles inbound from the SE for downwind 28. I picked a point to my 11 o'clock and held that heading so I could give myself room to turn right to a heading that would put me on a 45 for the downwind for runway 28. Millville radio updated the traffic advisory and had me looking for traffic on final for 28 also. I extended our downwind and searched for the traffic....Dave had contact but it took me a bit longer to also find my traffic. Dave said it comes with years of flying. Ok traffic at my 9 o'clock on final so I will turn base and add another 10 degrees of flaps. Looking good .....calling Millville radio to announce turning final for 28 and adding flaps along with power to 800 rpm....got er' made as Dave says. Ok holding it off......nose up.....and DANG not long enough.....a slight thud as I touchdown on 28. I turn off first taxiway and report down and clear. I finish up with my checklist.....carb heat off, flaps up, transponder to STBY......and I taxi back to the Big Sky ramp. I finish my checklist and tie the aircraft down and head inside. A real nice day and finished up with a really nice lesson. Looking forward as usual to thursdays flight.
Tuesday, August 16, 2005
"no go" days
August 16, 2005
Today was a "no go" day. Rain and ground fog rolled in about the time I was going out to pre-flight. I'm looking forward to Thursday, seems like forever since I've been in the air.
August 18, 2005
Another "no go" day. I worked on emergency deck repairs last night until 1am after working a full day. I was back at work at 7am this morning and felt like I got run over by a truck. I called and canceled my lesson, I just didn t feel alert enough to retain anything I would be learning. I hope Tuesday the 23rd is a better day. Ok off to a mid day nap.....ZZZzzzzz.....
Today was a "no go" day. Rain and ground fog rolled in about the time I was going out to pre-flight. I'm looking forward to Thursday, seems like forever since I've been in the air.
August 18, 2005
Another "no go" day. I worked on emergency deck repairs last night until 1am after working a full day. I was back at work at 7am this morning and felt like I got run over by a truck. I called and canceled my lesson, I just didn t feel alert enough to retain anything I would be learning. I hope Tuesday the 23rd is a better day. Ok off to a mid day nap.....ZZZzzzzz.....
Thursday, August 11, 2005
What did go right ?
Another hot one today, but I have my towel with me. Pre-flight checklist as usual, followed by start up checklist and call to millville radio. Ok, we're ready to go! Todays lesson will be take off and landing cycles, since 10-28 is closed due to my lighting contract I'll be on 14-32. Winds out of 255 - 260 at 5 - 8 knts. After run up I taxi out to 32 and wait for one to clear the runway before my take off roll can start. OK, full aileron to dip that left wing tip into the cross wind slowly rotating to level as I reach 55 knts, slight back pressure nose off and we're off. Weather vane time as I keep on the 320 heading maintaining right rudder in my climb. OK, looking good at 600 feet, clear left, turning cross wind still climbing to 1000. I didn't roll out early enough to correct for the wind, I need to get on track. Ok turning downwind, again not rolling out on time for wind correction, UGHhhhhh..... I am really screwed up here for the first go round in the pattern. Dave requests a right turn out and to regroup and set up for a 45 degree re-entry back to the downwind for runway 32. That sounds like a fine idea to me, a tad frustrated I try to focus on what's at hand. Re-entering at a 45, looking better in my downwind as I pull the carb heat, reduce power and add flaps another aircraft calls in a 3 mile final. Dave takes radio control and acknowledges that we will extend our downwind. Still searching for our contact he radios again 1 mile final. Dave says turn base, which I do and find myself aligned with 32 and just making visual contact with the short final aircraft. OK adding flaps, speed ok 70 knts, decent looking good, cross wind requires that forward slip, I'm hoping I can put it all together. Ok looking good.....about 100 feet I start out of the slip to soon and come off center and do not ease up on right rudder enough, now starting to crab heavy right (which is wrong direction) Dave jumps in makes correction (saves my bacon) we touch down left main....what seems like forever
and finally right main down.....holding off nose.....bleeding speed.....and nose wheel down. Again making correction with aileron to compensate for cross wind and calling down and clear to Millville. Well now I'm thinking I really sucked, as Dave and I review what went right (short list) and what went wrong ( a bit longer list). The lesson continues for a few more rounds with each having better control. My final landing looked good, with all parts of the slip starting to click.
I learned some really good lessons today. No two hands on the yoke during landing, keep that right hand on the throttle. When I felt tense I felt I needed to two hand it to the runway, big no no. That wont fly during the checkride. Also I need to read the whole package, speed, pitch wings level, rudder controls with out getting tense. Dave says he can see when I get overloaded on the cross winds I get that grip on the yoke and slowly eliminate my scan of instruments.
He assures me this will all come in time and that its his job to be hard on me not mine. He's a patient guy, and knows how to break it up and get me back on track.
and finally right main down.....holding off nose.....bleeding speed.....and nose wheel down. Again making correction with aileron to compensate for cross wind and calling down and clear to Millville. Well now I'm thinking I really sucked, as Dave and I review what went right (short list) and what went wrong ( a bit longer list). The lesson continues for a few more rounds with each having better control. My final landing looked good, with all parts of the slip starting to click.
I learned some really good lessons today. No two hands on the yoke during landing, keep that right hand on the throttle. When I felt tense I felt I needed to two hand it to the runway, big no no. That wont fly during the checkride. Also I need to read the whole package, speed, pitch wings level, rudder controls with out getting tense. Dave says he can see when I get overloaded on the cross winds I get that grip on the yoke and slowly eliminate my scan of instruments.
He assures me this will all come in time and that its his job to be hard on me not mine. He's a patient guy, and knows how to break it up and get me back on track.
Thursday, August 04, 2005
"S" Turns and Circles about a point
It's a busy day at work trying to tie up any loose ends and at the same time switch gears to a flying frame of mind. After a quick change into shorts and sneakers I grab my flight bag and I'm ready to go. Landings have been on my mind all day, serving as that filler when your brain takes a break from everyday activities, like between conversations, driving from job to job, or listening to someone that sounds like Charlie Browns mom. My pre flight only discovers that 80121 is a quart low on oil so Dave fills her up and we are ready to climb in. I really mean climb in! Trying to fold my legs into this bird is tight, with minimum clearance between seat and door. Once in I buckle my belts and follow my checklists. Turning on the A/C (opening the windows) Dave and I discus todays lesson and objectives. Today is Circling about a point and "S" turns over a fixed line or roadway. Taxi to runway 28 is smooth and after run up I'm ready to go. Hey didn't miss calibrating my heading indicator or switching the transponder to "ALT". I am working at taking my time and trying to feel more relaxed at the controls, like I belong there.
Climbing out to an ALT of 1000 we make our way to a great reference point to begin a circle. Dave takes control and shows me what he expects and we discuss bank angles and wind direction and how they are related to this exercise. Ok, I'm up.....I pick out my reference points and turning a steep bank since I am with the wind I hold a nice pattern turning a medium bank and then to a shallow bank into the wind and around we go again. Hey this is fun ! I manage to keep my center point at the same location on the wing tip and having "old Glory" as a center ground point also helps with the wind direction. Ok that part complete I am off chasing a roadway that will serve as my base for a series of "S" turns. Again using the same principle with the wind at my tail a steeper bank is required then to a medium and shallow as I am wings level crossing the roadway, no time to celebrate, its now into the wind and a shallow turn then medium to steep as I am with the wind and looking to cross the road again wings level.
Ok time for some landings. I take a heading back to KMIV and notify Millville FSS of our location and intentions. Pattern work went really well today. I felt more at home on final, not holding that death grip and wanting to work the yoke. It felt good, nice approach, good speeds and alignment. On the last landing I turned from base and was right on target, the cross wind Gods had messed with me enough and decided to let me land without needing to slip my way in.
This is feeling good, looking down the runway, nose up I'm in.......I'm in.....I didn't hold long enough nose up...GRRRR....I'm thinking 121 is not a happy girl since I dropped her on the runway with a thud. ok...control...get slowed down....look for my taxiway. I roll clear the hold short and notify Millville I'm down and clear. After going through my checklist we taxi to tie down and review the last landing. Dave informs me that the last landing was all me
and asked what I needed to do to prevent dropping on the runway. I needed to hold that flair longer...listen for the stall indicator and not "fly" it to the ground.
Climbing out to an ALT of 1000 we make our way to a great reference point to begin a circle. Dave takes control and shows me what he expects and we discuss bank angles and wind direction and how they are related to this exercise. Ok, I'm up.....I pick out my reference points and turning a steep bank since I am with the wind I hold a nice pattern turning a medium bank and then to a shallow bank into the wind and around we go again. Hey this is fun ! I manage to keep my center point at the same location on the wing tip and having "old Glory" as a center ground point also helps with the wind direction. Ok that part complete I am off chasing a roadway that will serve as my base for a series of "S" turns. Again using the same principle with the wind at my tail a steeper bank is required then to a medium and shallow as I am wings level crossing the roadway, no time to celebrate, its now into the wind and a shallow turn then medium to steep as I am with the wind and looking to cross the road again wings level.
Ok time for some landings. I take a heading back to KMIV and notify Millville FSS of our location and intentions. Pattern work went really well today. I felt more at home on final, not holding that death grip and wanting to work the yoke. It felt good, nice approach, good speeds and alignment. On the last landing I turned from base and was right on target, the cross wind Gods had messed with me enough and decided to let me land without needing to slip my way in.
This is feeling good, looking down the runway, nose up I'm in.......I'm in.....I didn't hold long enough nose up...GRRRR....I'm thinking 121 is not a happy girl since I dropped her on the runway with a thud. ok...control...get slowed down....look for my taxiway. I roll clear the hold short and notify Millville I'm down and clear. After going through my checklist we taxi to tie down and review the last landing. Dave informs me that the last landing was all me
and asked what I needed to do to prevent dropping on the runway. I needed to hold that flair longer...listen for the stall indicator and not "fly" it to the ground.
Tuesday, August 02, 2005
Slips...
Another hot and humid day today with haze. My lesson started out as normal with pre-flight. Once complete I went through my start up check list and brought 80121 to life. Millville was responsive today with a quick answer including airport and traffic advisory. Winds favor 28 today and that's a good thing since my rehab lighting and signage contract has 14/32 NOTAM'ed out. Ok, turning into the wind for my run up I make two errors on my checklist. I forgot to set transponder from STBY to ALT and calibrate my heading indicator with the compass. Dave reminds me of the need to take my time and check off each and every item. A short call to Millville after again checking the traffic pattern to notify MIV that "80121 is departing 28 and heading to the designated training area." Instead of T&G's to start Dave wants to work on forward slips. I climb out to 2000 and once in the training area I pick my visual point, a nice sandy beach. Ok...pull the carb heat on, decrease throttle, bank left and rudder right. All the while spot checking that airspeed to make sure I am at 70 knts. It took me a second go through to get the feel of the rudder required for the forward slip. The airspeed and heading looked great so that was a plus. All the puzzle parts for those landings I'll be working on.
I also worked on medium banked turns left and right and really worked on my roll outs on heading. It was now time to head back to the airport for a few rounds of full stop landings and taxi outs. Ok, approaching the airport, I felt a lil disoriented on my position kind of busy going over what's to come in my head and having no room for common sense. I tell dave I need to get my focus going and pay attention. Dave reminds me that with the runway over the nose its time to turn downwind, so I turn to a heading of 100, maintaining some right rudder for the wind correction. Ok checking left I'm across from the numbers so its carb heat on reduce to 1500 rpm and add notch of flaps. So far so good,airspeed is good rate of decent looks good. Looking back to my left I'm about at a 45 to the runway so I make my turn to base and add a notch of flaps. Looking good so far so I turn final, alignment nice making corrections with rudder and trying keeping wings level. I looked short down the runway and it caused me to want to "fly" the aircraft down to the runway. Dave reminds me ...nose up....nose up......listening for that stall horn. Ok.....back under control nose up, Dave corrects my yoke back movement since I started to pull back with a slight movement banking left. Dave instructed me to be gentle with the yoke and my back pressure must be "straight" without that tendency to bank left. It's a short roll to the taxiway and then back to runway 28 for two more go rounds. Each landing did get better. At least they felt better on approach, more stable and the numbers (gauges) were looking more consistent. Dave advised me that we will work on more slips and T&G's thursday. I noticed today he was pretty quiet, pretty much hands off all the way until I turned out after takeoff and on final for landing. It seemed like he was evaluating my progress more then usual. Back to the book for more study and the DVD's for more flight instruction too. I'm looking forward to Thursday already !!!
I also worked on medium banked turns left and right and really worked on my roll outs on heading. It was now time to head back to the airport for a few rounds of full stop landings and taxi outs. Ok, approaching the airport, I felt a lil disoriented on my position kind of busy going over what's to come in my head and having no room for common sense. I tell dave I need to get my focus going and pay attention. Dave reminds me that with the runway over the nose its time to turn downwind, so I turn to a heading of 100, maintaining some right rudder for the wind correction. Ok checking left I'm across from the numbers so its carb heat on reduce to 1500 rpm and add notch of flaps. So far so good,airspeed is good rate of decent looks good. Looking back to my left I'm about at a 45 to the runway so I make my turn to base and add a notch of flaps. Looking good so far so I turn final, alignment nice making corrections with rudder and trying keeping wings level. I looked short down the runway and it caused me to want to "fly" the aircraft down to the runway. Dave reminds me ...nose up....nose up......listening for that stall horn. Ok.....back under control nose up, Dave corrects my yoke back movement since I started to pull back with a slight movement banking left. Dave instructed me to be gentle with the yoke and my back pressure must be "straight" without that tendency to bank left. It's a short roll to the taxiway and then back to runway 28 for two more go rounds. Each landing did get better. At least they felt better on approach, more stable and the numbers (gauges) were looking more consistent. Dave advised me that we will work on more slips and T&G's thursday. I noticed today he was pretty quiet, pretty much hands off all the way until I turned out after takeoff and on final for landing. It seemed like he was evaluating my progress more then usual. Back to the book for more study and the DVD's for more flight instruction too. I'm looking forward to Thursday already !!!
Thursday, July 28, 2005
Under the Hood
Alright !! clear and sunny !! Hey what is that big shinning thing in the sky ? Ok...enough about being goofy. Pre flight time and I am trying to go through the list and only reference it as a check as I move through the procedures. I think I am getting the hang of this. I am taking fuel samples as One of the "Big Sky" folks pulls up to fuel an adjacent aircraft. Hmmmmmm...that step stool is looking mighty fine so I wouldn't have to look so awkward climbing that right wing with my bad wheel (hip). Well, I manage to get er' done, fuel looks good and hardly any sediment. Ok time to get in and sweat off a few pounds. Dave joins me as I am getting buckled in. Ok I see he has an extra package with him but I can't make it out. I give
Millville FSS a wake up call, "Millville ....Cessna 80121".....we trade questions and answers as I make mental note of wind, speed and Alt setting. Taxi out today is stable , one might "think" I can drive this baby. We pause to let a Pilot in a C-150 doing a cross country move ahead of us for take off ( he got turned around and my signage job didn't help him any)He completed his run up also so he was ready to go. We fell in behind him and did our run up. Mags, check...Carb heat, check....vac, check....last peek at the amp gauge check...instruments set, check and on through the list. Ok "millville 80121 departing 32"...full throttle......slight cross wind pushing me off centerline...rudder rudder.......speed 55 and nose up.......through 70 back pressure and I'm off.....yeah I love that feeling! Ok keeping constant rudder as we climb with Dave reminding me maintain 70 knts and nose up here......we want our best climbing angle and speed. At 1500 I bank left and head to the training area. Today is just beautiful up here. I can see tankers out
in the Delaware Bay and the ground below is so crisp and clear. Well the fun and sights are short lived as My CFI bestows upon me a pair of (as he says) Designer glasses. Hmmmmm...two small peep holes and heavy frosted top and side view. Oh yeah all the rage...but for a good cause. We spend time flying by my gauges and learning the feel of the aircraft. Dave takes control and just wants me to close my eyes and relax.....a midair siesta? Um...NO....Dave banks,climbs, slow speed banks, decent and steep turns all the time noting my response as to what I feel like we are doing. Well I am embarrassed but I didn't do as well as I thought. Dave kicked the rudder which made me feel like we were banking (we were not), I could feel the rpms picking up and
slowing down which I thought would signify climbs and decents (we were not). Ok so the point is well taken....TRUST your instruments. We talked about the JFK,JR crash and some of what went wrong. All the fun of flying I guess can make you loose perspective in that its a full time job and a giant responsibility not only to yourself and your aircraft but to passengers and fellow pilots sharing airspace. Its NO place to become complacent or take for granted a procedure or a communication received. Ok back to the lesson. Dave requests a direction home which is about 024 degrees. After communicating with FSS we learn 32 is the active and I enter the pattern. Ok procedure time as I cross mid runway and spacing good,looking at the left wing strut with the runway about 3/4 the way up I'm in the ballpark. The key now is to find my seat. Carb heat on reducing power to 1500 rpm and add notch of flaps. looking good.....heading good, speed good and altitude a tad low....adding power. Ok "millville 80121 turning base 32"..adding
a notch of flaps... rudder to align "MIllville 80121 turning final" .... rudder...keep that rudder there... "slight bank left" to correct for slight cross wind. rudder...rudder.....over the numbers....getting squared up, left main down...........hanging on .....right main down.....(that felt strange)....bleed off speed....nose up.....stall horn.....and nose gear gently down. Braking to a slow roll and turning to the taxiway. once clear the hold short I notify Millville that 80121 is down and clear. Going through my checklist, flaps up, carb heat off, transponder to standby, WINDOWS OPEN, ok I added that one. I taxi in and perform the final checklists and as 80121 comes to a stop. No need to tie down today, another lucky person is going up. I get my log book squared away, chit chat about the lesson and what's coming up and then head back to Wilmington to meet the bride for dinner.
Millville FSS a wake up call, "Millville ....Cessna 80121".....we trade questions and answers as I make mental note of wind, speed and Alt setting. Taxi out today is stable , one might "think" I can drive this baby. We pause to let a Pilot in a C-150 doing a cross country move ahead of us for take off ( he got turned around and my signage job didn't help him any)He completed his run up also so he was ready to go. We fell in behind him and did our run up. Mags, check...Carb heat, check....vac, check....last peek at the amp gauge check...instruments set, check and on through the list. Ok "millville 80121 departing 32"...full throttle......slight cross wind pushing me off centerline...rudder rudder.......speed 55 and nose up.......through 70 back pressure and I'm off.....yeah I love that feeling! Ok keeping constant rudder as we climb with Dave reminding me maintain 70 knts and nose up here......we want our best climbing angle and speed. At 1500 I bank left and head to the training area. Today is just beautiful up here. I can see tankers out
in the Delaware Bay and the ground below is so crisp and clear. Well the fun and sights are short lived as My CFI bestows upon me a pair of (as he says) Designer glasses. Hmmmmm...two small peep holes and heavy frosted top and side view. Oh yeah all the rage...but for a good cause. We spend time flying by my gauges and learning the feel of the aircraft. Dave takes control and just wants me to close my eyes and relax.....a midair siesta? Um...NO....Dave banks,climbs, slow speed banks, decent and steep turns all the time noting my response as to what I feel like we are doing. Well I am embarrassed but I didn't do as well as I thought. Dave kicked the rudder which made me feel like we were banking (we were not), I could feel the rpms picking up and
slowing down which I thought would signify climbs and decents (we were not). Ok so the point is well taken....TRUST your instruments. We talked about the JFK,JR crash and some of what went wrong. All the fun of flying I guess can make you loose perspective in that its a full time job and a giant responsibility not only to yourself and your aircraft but to passengers and fellow pilots sharing airspace. Its NO place to become complacent or take for granted a procedure or a communication received. Ok back to the lesson. Dave requests a direction home which is about 024 degrees. After communicating with FSS we learn 32 is the active and I enter the pattern. Ok procedure time as I cross mid runway and spacing good,looking at the left wing strut with the runway about 3/4 the way up I'm in the ballpark. The key now is to find my seat. Carb heat on reducing power to 1500 rpm and add notch of flaps. looking good.....heading good, speed good and altitude a tad low....adding power. Ok "millville 80121 turning base 32"..adding
a notch of flaps... rudder to align "MIllville 80121 turning final" .... rudder...keep that rudder there... "slight bank left" to correct for slight cross wind. rudder...rudder.....over the numbers....getting squared up, left main down...........hanging on .....right main down.....(that felt strange)....bleed off speed....nose up.....stall horn.....and nose gear gently down. Braking to a slow roll and turning to the taxiway. once clear the hold short I notify Millville that 80121 is down and clear. Going through my checklist, flaps up, carb heat off, transponder to standby, WINDOWS OPEN, ok I added that one. I taxi in and perform the final checklists and as 80121 comes to a stop. No need to tie down today, another lucky person is going up. I get my log book squared away, chit chat about the lesson and what's coming up and then head back to Wilmington to meet the bride for dinner.
Tuesday, July 26, 2005
Slow Flight & Stalls
Well the cloud cover is not bad at all today but the temps are in the 90's and I can't wait to get in the air and get some positive air flow besides my breathing. My pre flight completed, all looked good. Intercoms working now that I turned up the volume I contact Millville FSS ....."Millville radio.....Cessna 80121", quick response from FSS and I let them know we are ready to taxi..."millville radio..80121 on the ramp at Big Sky and ready to taxi". FSS returns with wx and traffic info and get cleared to go on runway 28. I dial in the info I received and
spin the heading bug to the wind direction for a reference. Good taxi today, I am starting to feel a comfort level as far as control and not looking like a drunk sailor performing midnight arobics for shore patrol. I taxi up to 28 and turn into the wind for my run up. Ok....taking advantage of my hand towel I brought along to wipe the sweat away so I can see with out my eyes burning.....whew I hate to close the windows. Ok ready to go after completing
checklist, "Millville radio....80121 departing runway 28"....."80121 millville radio advise airborne". Ok nice takeoff, remembering to keep more right rudder pressure as we climb out to 1500. Turning out south and climbing to 2500 we discuss topics for review and some things to accomplish. I do a quick review of turns, noting that my altitude is held along with airspeed and heading. We then practice slow flight and stalls. Dave took control and showed examples of slow flight what he was looking for and what I should be looking for and feeling. I got a real kick out of full flaps flying at just 40 knts with a ground speed of 38 mph. Geeezzzz it felt like we were in hover mode, that C172 sure is forgiving and really does make it hard to stall. Ok back to the lesson. I did a number of slow speed stalls in order to learn recovery and the warning signs, what the buffeting feels like and mushy controls and unlike all the movies you don't have to manhandle the yoke back to your belly button in order to pull out, which as I learned would
only cause a secondary stall and more problems. Dave told me that he felt I was doing very well as we headed back to the airport. "Millville radio...80121" ok no traffic and winds are the same so 28 is the ticket "millville radio...80121 entering the downwind for 28" "80121 millville radio...advise down and clear", "advise down and clear 80121" ok turning to downwind from my 45 degree approach, the runway is about 3/4 up the wing strut so my distance/spacing looks good, trying to keep on a heading of 100, ok looking fair, and keeping speed at 70 knt along with a notch of flaps. So far so good, keeping an eye out for traffic, scanning my airspeed and alignment/position to the runway. "Millville...80121 turning base runway 28 millville"....ok under control feeling tense adding flaps..."millville...80121 turning final 28 millville"....and here I go. Remember rudder rudder rudder for alignment, adding flaps, air speed looks good shooting for the numbers, starting to drift Dave makes corrections, nose up ...nose up....looking down the runway.....stall indicator nose up..... mains down, and square...whew...holding
nose up...bleed off speed...and nose gear down. apply light brakes.....and head to taxiway. Passing the hold short, "millville radio...80121 down and clear". As we taxi in Dave says I can release my grip on the yoke and just use fingertips to control. Ok I get it...I had a death grip on the yoke while landing...I'll do better next time. I taxi to our tie down and run through the final checklists. I'm looking forward to Lesson 6 this thursday !
spin the heading bug to the wind direction for a reference. Good taxi today, I am starting to feel a comfort level as far as control and not looking like a drunk sailor performing midnight arobics for shore patrol. I taxi up to 28 and turn into the wind for my run up. Ok....taking advantage of my hand towel I brought along to wipe the sweat away so I can see with out my eyes burning.....whew I hate to close the windows. Ok ready to go after completing
checklist, "Millville radio....80121 departing runway 28"....."80121 millville radio advise airborne". Ok nice takeoff, remembering to keep more right rudder pressure as we climb out to 1500. Turning out south and climbing to 2500 we discuss topics for review and some things to accomplish. I do a quick review of turns, noting that my altitude is held along with airspeed and heading. We then practice slow flight and stalls. Dave took control and showed examples of slow flight what he was looking for and what I should be looking for and feeling. I got a real kick out of full flaps flying at just 40 knts with a ground speed of 38 mph. Geeezzzz it felt like we were in hover mode, that C172 sure is forgiving and really does make it hard to stall. Ok back to the lesson. I did a number of slow speed stalls in order to learn recovery and the warning signs, what the buffeting feels like and mushy controls and unlike all the movies you don't have to manhandle the yoke back to your belly button in order to pull out, which as I learned would
only cause a secondary stall and more problems. Dave told me that he felt I was doing very well as we headed back to the airport. "Millville radio...80121" ok no traffic and winds are the same so 28 is the ticket "millville radio...80121 entering the downwind for 28" "80121 millville radio...advise down and clear", "advise down and clear 80121" ok turning to downwind from my 45 degree approach, the runway is about 3/4 up the wing strut so my distance/spacing looks good, trying to keep on a heading of 100, ok looking fair, and keeping speed at 70 knt along with a notch of flaps. So far so good, keeping an eye out for traffic, scanning my airspeed and alignment/position to the runway. "Millville...80121 turning base runway 28 millville"....ok under control feeling tense adding flaps..."millville...80121 turning final 28 millville"....and here I go. Remember rudder rudder rudder for alignment, adding flaps, air speed looks good shooting for the numbers, starting to drift Dave makes corrections, nose up ...nose up....looking down the runway.....stall indicator nose up.....
nose up...bleed off speed...and nose gear down. apply light brakes.....and head to taxiway. Passing the hold short, "millville radio...80121 down and clear". As we taxi in Dave says I can release my grip on the yoke and just use fingertips to control. Ok I get it...I had a death grip on the yoke while landing...I'll do better next time. I taxi to our tie down and run through the final checklists. I'm looking forward to Lesson 6 this thursday !
Tuesday, July 19, 2005
Climb & Decents
Why is it that every time I'm up to fly the wx turns to crap? Oh well, I guess it helps build character. Pre-flight inspection found no problems. Time to contact FSS at KMIV......"millville radio, Cessna 80121..." Ok, info provided has runway 28 as the active, one aircraft just landed and taxing along with one ready to go on 28. I taxi out and take Bravo to R/W 28 where I am no. 2 in line for departure. Run up completed, Ok I'm up....Departing traffic clear, checking pattern downwind , base and final all clear (never can tell when folks like to drop on in un announced)..."Millville Radio ...80121 departing 28" throttle full (Dave reminds me), feet comfy on rudders heels on the floor, here we go. Take off roll straight, nose up at 55 knts and off we go at 70.....smooth today....although I need to keep that right rudder pressure to compensate for the torque or I'll find myself turning (Dave is so patient). I am instructed to climb out to 1500 and turn to head south to the "designated" practice area. I am slowly learning the terrain...sand pits, marsh and Port Norris out on the coast. Today is review day, medium and steep bank turns, climb and decent procedures and I am introduced to slow flight. Review of the turns went ok, I needed a bit more nose up on my steep turns to hold altitude. I am also finding out I turn better one way then the other including roll outs. Time to head back to Millville. I enter the downwind at a 45 and turn to a heading of 100 as I prepare (checklist) for landing. Carb heat on, throttle down to about 1600 rpm's looking to maintain 65 knts and then add a notch of flaps,
remembering that trim is my friend. turning base so far so good, turning final then adding flaps, maintaining altitude with power speed with pitch....its getting busy.....as I am about to cross the numbers I make a correction with aileron to align myself, i think its more of a reaction, that need to steer/drive the car mentality. Dave corrects me taking control and emphasizing rudder....align with rudder. My mind is back in the cockpit.....knowing I blew that one but still needing to get on the ground. Ok....rudder pressure to align....looking down the runway
remembering landing square on main gear......nose up.....nose up....bleed off speed....waiting for that stall indicator.....ahhhhhhh gravity is my friend as we slowly drop to touch the nose wheel down. "Millville radio...80121 down and clear 28".....I go through the checklist and taxi back to our tie down location. Dave is so supportive, tells me good job, secure the aircraft and he'll see me inside. I tie 80121 down walking around with my brain still going through that landing. Ok got the numbers on the clipboard, headset in hand back to the office. Dave asked how the lessons were coming along with the DVD's. I'm on target starting lesson 4 this week and I said that's after I REVIEW lesson 3. He smiled and said don't be so hard on yourself your doing fine. I guess so, just thinking of that landing and those wings....geezzz I have a new respect for watching people land.
remembering that trim is my friend. turning base so far so good, turning final then adding flaps, maintaining altitude with power speed with pitch....its getting busy.....as I am about to cross the numbers I make a correction with aileron to align myself, i think its more of a reaction, that need to steer/drive the car mentality. Dave corrects me taking control and emphasizing rudder....align with rudder. My mind is back in the cockpit.....knowing I blew that one but still needing to get on the ground. Ok....rudder pressure to align....looking down the runway
remembering landing square on main gear......nose up.....nose up....bleed off speed....waiting for that stall indicator.....ahhhhhhh gravity is my friend as we slowly drop to touch the nose wheel down. "Millville radio...80121 down and clear 28".....I go through the checklist and taxi back to our tie down location. Dave is so supportive, tells me good job, secure the aircraft and he'll see me inside. I tie 80121 down walking around with my brain still going through that landing. Ok got the numbers on the clipboard, headset in hand back to the office. Dave asked how the lessons were coming along with the DVD's. I'm on target starting lesson 4 this week and I said that's after I REVIEW lesson 3. He smiled and said don't be so hard on yourself your doing fine. I guess so, just thinking of that landing and those wings....geezzz I have a new respect for watching people land.
Tuesday, July 12, 2005
"Ride" that Cessna!
Lesson 3 - Today was a bit different, I was traveling to the airport with anxious anticipation. In keeping with the ground school portion of my studies I realized today would be take off and landing day. I pulled the ICOM A-5 out of the flight bag and scrolled through my
pre-set KMIV WX frequency so that I could catch the latest. I like to have the info as my CFI and I walk out to the aircraft. Winds were reported 280 to 310 varying from 6 to 10 knts. What concerned me was the dark clouds rolling in. I completed the pre-flight noting
only that the oil was topped off and giving me new reading on the ol' dip stick. I finally made the seat adjustment to really provide me with a better view.....I now felt at home. Today was also radio day as I was given control of the right side of the panel. I contacted Millville radio
with my ID, location and intentions. Once noting the airport advisory I changed my heading bug to reflect the wind direction for taxing. I taxied out more consistent and controlled (its all in the seat position). Take off roll was smooth but different in my hands as we were off and climbing out to 1500. Turning south for a series of "S" turns my CFI radioed for a wx update and tracking of the storms moving in. Millville FSS again announced "no movement" from those
big dark uglies. I never thought of it before but my horse riding days really paid off today, the Cessna 172 started getting kicked around and tossed sideways, it was a very bumpy ride. I came across the intercom and gave a lil yee...haww now were having fun as my CFI instructed
me to turn to a new heading taking us home. I really was calm and focused on my duties of flying the plane, I didn't really feel it until I was back on the ground and tied down. Runway 10 was my ticket home as I turned to enter the downwind and go through my landing checklist.
Turning base and then final I was a bit wide of center line. I worked to get myself squared away with yoke and throttle in hand, receiving correction from Dave for dropping the nose to gain some air speed. Once over the numbers I kept easing back until I heard that sweet
chirp only to be interrupted by my CFI reminding me "nose up, nose up let the speed bleed off" Yikes he was right.....I needed to keep nose up and let the speed bleed off for a smooth touch down with the nose gear. The taxi back to our tie down spot was fine and with final checklists completed and the aircraft secure, we spent some time discussing the flight along with future lessons and expectations.
pre-set KMIV WX frequency so that I could catch the latest. I like to have the info as my CFI and I walk out to the aircraft. Winds were reported 280 to 310 varying from 6 to 10 knts. What concerned me was the dark clouds rolling in. I completed the pre-flight noting
only that the oil was topped off and giving me new reading on the ol' dip stick. I finally made the seat adjustment to really provide me with a better view.....I now felt at home. Today was also radio day as I was given control of the right side of the panel. I contacted Millville radio
with my ID, location and intentions. Once noting the airport advisory I changed my heading bug to reflect the wind direction for taxing. I taxied out more consistent and controlled (its all in the seat position). Take off roll was smooth but different in my hands as we were off and climbing out to 1500. Turning south for a series of "S" turns my CFI radioed for a wx update and tracking of the storms moving in. Millville FSS again announced "no movement" from those
big dark uglies. I never thought of it before but my horse riding days really paid off today, the Cessna 172 started getting kicked around and tossed sideways, it was a very bumpy ride. I came across the intercom and gave a lil yee...haww now were having fun as my CFI instructed
me to turn to a new heading taking us home. I really was calm and focused on my duties of flying the plane, I didn't really feel it until I was back on the ground and tied down. Runway 10 was my ticket home as I turned to enter the downwind and go through my landing checklist.
Turning base and then final I was a bit wide of center line. I worked to get myself squared away with yoke and throttle in hand, receiving correction from Dave for dropping the nose to gain some air speed. Once over the numbers I kept easing back until I heard that sweet
chirp only to be interrupted by my CFI reminding me "nose up, nose up let the speed bleed off" Yikes he was right.....I needed to keep nose up and let the speed bleed off for a smooth touch down with the nose gear. The taxi back to our tie down spot was fine and with final checklists completed and the aircraft secure, we spent some time discussing the flight along with future lessons and expectations.
Thursday, June 30, 2005
At the Controls
WOW! Lesson No. 1 in the books with .9 hours in the log book. After following all the checklists I was soon taxing out. I really think the flight sim helped with being ready for instruments in the cockpit. I took the controls shortly after takeoff.........we reviewed procedures and checklists and I got an explanation of gauges, throttle and mixture settings. Lesson one included trimming out the aircraft, turning left and right, decents and climbing. I really did surprise myself with nice steady 15 to 20 degree banking and holding altitude very steady. Holding the controls felt great, nice and gentle with an easy grip. We located the Airport (KMIV) and headed back, crossing the field at 1500 and turning back to enter the downwind of RW 28 at 45 degrees. Dave (instructor) took control as we turned base then final for our landing. Once on the ground and clear of the active, I taxied while reviewing the checklists in my head as we neared our tie down on the ramp. What a fun flight and it just made me want it even more !!! I am sure I missed typing all the specific details discussed and may have left out a checklist or two. ( Dave was very detailed) It was busy in there for this first timer while still trying to soak up all the precious seconds of seat time. Already looking forward to next weeks lessons.
Tuesday, June 21, 2005
And the journey begins...
June 21, 2005
I signed up for flight lessons today with http://www.bigskyaviation.net/flighttraininghome.htm
in Millville, NJ. I work out of two airports KMIV and KWWD, Big Sky is the FBO on both airports. This really works out great! After work I can fly my lessons or during lunch at either airport. This should speed up the process. My fantastic bride is really excited about me finally taking lessons, Its great to have her support! She has planned our first trip and that
will be to Block Island for a few days of R&R. :) Nothing like getting with the program from day one and setting a few goals! Looking forward to a first lesson next week.....time to hit the sim (FS9) and get seat time in the Cessna 172.
I signed up for flight lessons today with http://www.bigskyaviation.net/flighttraininghome.htm
in Millville, NJ. I work out of two airports KMIV and KWWD, Big Sky is the FBO on both airports. This really works out great! After work I can fly my lessons or during lunch at either airport. This should speed up the process. My fantastic bride is really excited about me finally taking lessons, Its great to have her support! She has planned our first trip and that
will be to Block Island for a few days of R&R. :) Nothing like getting with the program from day one and setting a few goals! Looking forward to a first lesson next week.....time to hit the sim (FS9) and get seat time in the Cessna 172.
Monday, June 20, 2005
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