08/10/11 First Flight with Passengers!

I was finally able to schedule taking my first passengers up.  I took my sons Jack (12) and William (10).  To be fair, I had already taken them once with my CFI to Williamsburg to eat lunch.  But this would be the first time they had been up with just me.

Everyone was running late.  No one had eaten. No one was ready. I hated my first flight with them to be rushed.  But there was no need to hurry.  I picked up William from a neighbors, fed them some pizza, and we headed down to KFCI.  We go there in good time—rush hour traffic had died down.  I did an extra thorough preflight and explained to them what I was doing. They were engaged and interested in seeing all the details.  William thought the blue gas meant it had water in it since it was blue.  I said the water would look like little beads in the strainer.  He thought I said ‘bees’ and we all had a good laugh about bees in the fuel. 

The boys helped me push the plane out, I pulled the car in, made everyone take a bathroom break, and we were off.

William took the back seat, and Jack sat up front.  We decided on this arrangement because William got to fly with me and the CFI one other time and Jack had not.  We planned to switch seats later. 

There is always something to learn or see on every flight.  This was no exception. The boys liked seeing the biz jet, the King Air, and various helicopters and planes on the ramp as we taxied out.  William loves the King Air and wants to fly one some day.  He also thought the ILS was funny looking, and we talked about what that was.  We planned to fly over our house and neighborhood, then go to KSHD, turn around and come back.  I did the run up, took off on 33 and we were off.

The boys loved to see things on the ground from the air.  We spent a lot of time talking about which direction our house was in.  Orienting them to the world from above.  And just figuring out what the heck everything was.  Things look so different from up here!

 

It was perfectly calm with little wind.  A very smooth ride.  As we got over our neighborhood, we saw the pool first.  Actually, William saw it first—it was on his side.  I circled it so they could see it.  And the shopping center by our house.  Our house is very close, and I shifted to circle that for a moment.  Then we flew over their school.  Once they had had their fill, I headed to KSHD and started climbing up to 4500.

The clouds were well above us but gave a nice fishbowl effect as we flew beneath them. The rays of the sun shining through at times. On the way, I realized it would take a little too long to go to KSHD so I changed our destination to KCHO.  I’ll get to KSHD another time.  I let the controller know about the change of plans.  I was on flight following.  

Along the way, I let Jack take the controls for a bit.  He had a little trouble, but soon got the hang of it.  We saw interstate 64 and talked about how we were following that to Charlottesville.

The boys were excited to see the mountains ahead, and soon we were at the first ridges.  I crossed the first ridge as we descended for a long right base to land on runway 03 KCHO.  They cleared me to land about 7 miles out—I guess they weren’t too busy.

 

Only other aircraft was a Skylane than was 10 miles out on a left base for 03 as I turned final.  So my first landing with passengers.  I made a pretty good one.  For safety, I decided to make it a full stop, and tower instructed me to exit first right. 

I taxied back and we watched the Skylane land. The boys critiqued my landing comparing it to the Skylane.  We tied (I hope they weren’t just sparing my feelings).

 

I was able to keep my same squawk code for the return flight.  I was cleared for takeoff just after the Skylane turned off.  The boys switched seats, and I departed KCHO to head back home to KFCI.

I made the return flight with flight following at 3500.  It too was uneventful and smooth.  Although moderate turbulence had been reported in the area below 12,000, there was not a bump except a very few when we crossed the mountain ridge.  The boys were very comfortable—the last trip I had taken them on was a hot and bumpy Saturday.  This was a clear smooth evening, with temps in the ground in the 80’s.  

I let William take the controls.  He had trouble flying level—kept wanting to climb and turn right.  We talked about the instruments and what each one meant. There were several prisons that we passed over on the way back.  They were interested in these large facilities that were easily identified from the air, including the State Farm in Goochland on the James River. 

We flew over my parents’ house as we approached Chesterfield.  The boys got a kick out of seeing that.  Then I began my descent to KFCI.  As I entered the 45 for the left downwind for 33, another Skyhawk was entering on the upwind.  I did not see him until we were on final.  No wind and another easy landing at FCI.  We taxied back and put the plane away.

My boys had a great time flying.  Their favorite parts were flying the plane, seeing the pool and our house, and the cool mountains around Charlottesville.  It turned out to be the perfect evening.  I as glad to be able to take them up.  I’m sure it is the first of many—and I hope their interest in aviation continues.  They now have had an experience and opportunity I never had—that of flying general aviation for fun and to enjoy the pleasure of flight.

 

07/30/11 Checkride

My first flying lesson was July 14, 2009.  Just over two years later, my checkride took place.  As with my solo on May 21, 2010, I did not feel ready.  But I guess my CFI thought I was ready, like he thought I was ready to solo.

            The DPE scheduled me for 8am on Saturday, July 30.  She could have met at any time, but since I worked, she said the weekend was fine.  The weather all week was hot, but otherwise good for flying. I flew Tuesday with my Instructor and did some paper work.  Then I flew Friday alone and just got some landings in.  I made three perfect landings.  I had added 50 lbs. to the rear baggage compartment to be sure I was safely in CG and the W & B looked perfect.  That really helped on the flare; otherwise, with full fuel and one or two up front, the plane is in its most forward CG configuration.  I cleaned the windshield and wiped all the bugs off the leading edges.  The plane looked fantastic, especially because we had just waxed it after the annual in June.

            Thursday the examiner called and said she’d be running a little late.  So we moved it back to 8:45am.  I know how it gets windier as the day goes on in the summer, and I really did not want it to drag out too long where I’d be flying in higher winds.  I wanted winds calm!

            Friday morning, I got the A/FD and new sectional since the old Washington Sectional had expired on 7/28/11.  The A/FD did not have NC, and I had planned the cross country to KIXA which is in NC.  I emailed my CFI and asked if I should get the Southeast A/FD too.  He said go with what I’ve got.  I stayed up until 10pm that night studying and putting my cross country flight information in a three ring binder.  My tabs were:

1. Weight & Balance
2. Airports (print outs from the digital A/FD)
3. Route
4. Nav log
5. Flight Plan
6. Weather

            I planned the trip on the AOPA flight planner and used that to print my VFR flight plan form.  I also called flight services and got the outlook briefing and went to bed.

            Here is what I was told to bring with me:

·        Logbook

·        Medical

·        Driver’s license

·        Reference Materials

o       VFR Sectional (current, with flight plan on it)

o       A/FD (current)

o       FAR/AIM (current)

o       Reference AFM

·        Printed 8710 (because of FAA computer issues)

·        CFI letter to DPE regarding logbooks and inspections

·        Knowledge Test certification page

·        VFR flight plan (FAA Form 7223)

·        XC plan/log

·        Weight and balance

·        Foggles

            The day arrived, and I printed DUATS off first thing.  Put it in my three ring binder.  Then I went running for an hour with my workout group and afterward headed down to KFCI.  I called flight services on the way down and got a standard brief.  First stop, a quick shower and change in the FBO.  They have a great facility, but the hot water must not have been working.  That was a cold shower! But fortunately, it was already pretty warm outside.  Next stop was the hangar to double check the fuel, oil, and AROW.  All was in order just as it had been Friday. I headed back to the FBO. With my extra time, I reviewed some of my materials. For whatever good it would do. 

            The examiner was a little later than expected.  She was so nice, just as she had been on the phone.  On the phone she had said: We are just going to go have fun—this is not a test to try to trick you or trip you up like on some college exam.  You’ve proven that you have the knowledge and demonstrated the flying skills.  This is just going to be a fun conversation about flying and then you’ll take me flying just like you will friends and family.

            We had been prepared for the FAA computers to be down.  I had a printed-out Form 8710 with me that my instructor had signed.  It turned out we didn’t need it.  The computer was working fine. For some reason, they had been taking the system down every Saturday for maintenance, but had not that day.  So my 8710 was filled out, and we got all the paperwork in order.  Then we sat down for the oral exam.

            She asked me to lay all the items out on the table.  She looked at my log book.  She looked at the knowledge test.  Then with the chart spread out before us, she explained airspace to me.  She had worked as an FAA operations inspector and had been in aviation for many years.  She had a wealth of knowledge.  She explained the politics and business behind the airspace.  Why it was the way it was.  It was fascinating to hear about why things were the way they were.  I heard about how Richmond could have had a Part 121 repair facility, but we lost it to Columbia, SC, because of how inept our City is.  I learned about the Henrico Police and why their hangar is at RIC and not FCI.  I learned about how RIC and CLT were each the same size, but CLT became what it did while RIC did not.  Why air carriers went to ORF and not RIC.  How LYH got its instrument approach.  What having an ILS means to an airport.  Why there are extensions to the E for instrument approaches.  What airspace costs—it can be extremely valuable like real estate.  How RMN was supposed to be a reliever for IAD but how the ILS there is shut down right now because of a dispute over trees on the approach. How the Class B was formed at IAD, DCA and BWI, and the interesting carveouts up there to keep certain satellite airports out of that airspace—one a military flying club.  Much political clout is required for all of that.

            We then discussed the airspace for my flight.  What was required for my –plane to be legal. It had come up that I practiced law and wanted to get into aviation law as part of my practice.  We then discussed CFR 91.213 and the true meaning behind MEL.  It is not just GOOSE A CAT.  When we refer to an STC, what is it supplementing? It is supplementing the type certificate data sheet referenced in 91.213.  She said 90% of all FAA enforcement actions are a result of 91.213 violations.  We discussed that and reviewed it in detail.  It was fascinating.  And she referred me to a flow chart to aid in the decision making process. 

            The type certificate data sheet is a list of all equipment on a particular aircraft when it was first manufactured. That includes the engine and the prop.  Any change to that requires an STC.  That’s why you need an STC when you get the Rosin sun visors or put a three bladed prop on.  It is not just a recalculation of weight and balance.  It amends the original type certificate data sheet for that aircraft. So sometimes pilots and even CFIs get themselves into trouble by thinking certain things can be placarded while the plane is really not airworthy.  The decals on the plane, such as “Keep Static Ports Clear” are required to be airworthy.  It does nt mean the plane cannot be flown physically or mechanically.  It just cannot be flown legally.  A CFI recently flew to CLT in a twin with one fuel flow meter inoperable and placarded.  Well, that gauge is part of the engine, and cannot be placarded. That CFI underwent an enforcement action. So we talked about what made the plane legal to fly, and I really came away with a much deeper knowledge of all of that.

            We reviewed my weight and balance, the runway length at my destination.  “See”, she said, “5500 feet.  For jets.  It’s for insurance purposes.  Many insurance companies will not allow private jets into airports with runways shorter than 5000’.  So it is about money and politics.”  We looked at my route and the checkpoints I had picked.  We talked a bit about the weather.  Then it was time to go fly.  It was already 11:30, so I knew I’d be a bit later than planned. 

            I had left the pane in the hangar since a few things in the preflight, like checking the fuel tanks and strobes, are easier to accomplish in the hangar.  She liked the plane very much, and I checked the oil, fuel, and lights, and then pulled the plane out.  I completed the preflight and sat down, strapped in, and started the engine.  Checked the AWOS.  DA was high.  We had talked about this during the oral, and again we discussed how this increases takeoff and landing rolls. It also affects climb performance, and I knew I’d be close to 500-600 fpm after takeoff instead of the 1000-1200 fpm I get when I’m alone or during the winter.  The wind was 50 degrees off the nose at about 7 to 8 knots.  Later, it had changed to 20 degrees off the nose.  It went back and forth all day. I taxied out to 33, and the runup was fine.  She asked for a normal takeoff since we were simulating a XC, so that’s what I did.  After takeoff, I exited the pattern on the 45 and turned on course and continued to climb. At 2000 feet she told me to level off at 2500.  She asked where we were.  I told her we should see Swift Creek Reservoir off to our right, but it was too hazy.  Also, Lake Chesdin, my first checkpoint, was ahead, but again a bit too hazy at first to see.  Just then, it came into view; however, she asked me to do steep turns after I cleared the area.  She said she’d look for traffic.

            I made a left clearing turn, then a right. It looked all clear.  She asked me to make two steep turns.  First to the right, then to the left.  I had no horizon or visual reference, but she said I’d get some leeway for that.  So I made my left turn, and stopped it on the correct heading of 320.  Then I made the right turn and did the same thing.  I gained or lost no altitude—but I had really been practicing those.  She then asked me to demonstrate slow flight, no flaps, which was again, not too difficult. 

            Next she asked for a power on stall.  I demonstrated that, but felt I may have been to quick to recover because next she asked me for another (I found out later that she does usually have you do it twice).  I did the power on stall again, and I let the stall horn go for some time before recovering.  After I recovered, she asked me to put on my foggles. 

            After I got them on, she asked me to look at my lap but take the controls.  This was totally new for me.  She asked for a left turn without looking up from my lap.  Then a right turn.  She said it very accurately creates the sensation of actually getting into IMC and getting in an unusual attitude.  She then asked me to recover.  I looked up at the panel.  I was in a climbing right turn.  I leveled the wings and recovered from the climb.  She then asked me to navigate back to KFCI using the panel-mounted GPS.  I tuned in FCI and turned 180 degrees to head back.  We discussed that the best course of action even if I didn’t know where the airport was would be to turn 180 degrees and head back to where I knew the weather was better.  I did fine on this portion. She asked me to remove the foggles while she took the controls.

            After I removed the foggles, she asked me to demonstrate turns around a point.  There were no particularly suitable spots, but I picked a house with a pool.  She told me she did not mind what altitude.  I started to circle.  I got a little close, but felt I was doing all right.  Then she asked me to tell her when I was ready to begin.  That took me aback.  So I told her, ok, I’ll circle that house with the pool.  And I did so at 1500’ doing pretty well.  This had been a weaker part of my flying that I had not practiced too much until recently.  She asked me to fly back to the airport when we were done for some landings, so as soon as I got all the way back around, I announced we were done, and climbed to 2000 feet as she had asked to head back to KFCI for landings.  I was so glad to have the flying maneuvers out of the way.

            I entered the pattern and she asked for a normal landing on 33.  I turned base, lined up perfectly on final, and flared.  It felt gusty, and I kept thinking of the winds.  In the flare, the plane came down with a plop on the runway.  She said, that was perfectly safe and within PTS standards, but I know you can do better than that.  I told her that I definitely could.  We taxied back for a soft field take off. I love these.  I kept the nose up and added a notch of flaps.  The takeoff was fine. She asked for a soft field landing.

Again my approach was fine. Flare was good, then we plopped down.  I kept the nose up and stopped in plenty of time.  But she said again, I know you can land better than that, though it was perfectly safe.  But I just want to poke you.  You seem to stop flying the plane.  Just keep flying don the runway. Try not to land.  We talked about it for a bit.  She said she could tell I was the type who liked to analyze everything.  So another takeoff—a normal one.

            This time, abeam the numbers, the engine mysteriously quit as it does on so many checkrides.  I like engine out landings, but I did not do so well the three or four times we practiced before the checkride.  I am not sure what it was.  But I knew I’d make it this time.  Pitch, pick, and troubleshoot.  I turned to the field after pitching for best glide.  Did the engine out checklist.  And then knew I had the field made.  I said so and said I’d add a notch of flaps.  She said a notch? GO ahead and dump them all in! I said ok! I’m dumping flaps!  I put them all in and turned to line up.  I had eaten up some of my runway and was thinking I should have aimed a little further from the threshold.  But we still and a lot left.  I got over the runway and flew the plane.  Held it off.  Tried to keep it from landing.  The wheels kissed the ground ever so gently and we were down.  Great, she said. Taxi back to the hangar.

            So I taxied back not really knowing whether to ask.  I felt like the landings were a negative but the rest was positive.  Maybe that first stall.  Maybe when I first started that turn around a point.  I really had no idea whether I had passed or not.  But I did not ask.  We talked about the landings.  We talked about CFR 91.213.  I put the plane up and did not want to delay by refueling.  We walked back to the FBO.  On the way we ran into my CFI and another student who was ready for his checkride coming out. They talked about the plans for his checkride and they asked me how it was.  I said it was fun.  I really didn’’t know what to say.

            We went into the FBO and the examiner told me to get some water and meet her in the conference room while she did some paperwork. I felt pretty good about that.  She came in after a few minutes with a temporary airman certificate and told me to sign it! I was done! I had passed!  I was excited, relieved, overjoyed, exhausted, hot, thrilled.  It really did not sink in right away—I’m not sure it really has fully yet. We talked more about the landings, more about CFR 91.213. I really did mean what I told my CFI and the other student.  It was fun.  I did enjoy it.  The examiner told me her role is not over, and that I should always call or email with questions or anything I wanted to discuss.

            I drove home very happy!!! A long journey has ended where another begins.  I have my license to learn.

04/17/11 Sunday Crosswind Practice

My son's lacrosse schedule was mixed up, and I took him out to practice Sunday morning at 8:30 am, but there was no one there.  Turns out it wasn't until 5pm.  Well, we were about halfway to Chesterfield Airport, so . . .

I drove on down to KFCI and checked the weather on the way.  Looked like a fierce wind was forecast, but it was not too bad that morning.  Just about at my comfort level.  It was approaching 6 to 7 knots.  I figured we'd go and have a look. If it picked up too much, I wouldn't fly.  Can't fly with winds over 10 knots with my student restrictions anyway.

We started the preflight, and I let my son read the checklist.  I showed him how to sump the tanks and check the oil.  Explained why the fuel was blue.  I let him look into the tanks with me.  We had a nice time, and it was a good refresher for me to review all that stuff with him.

After the preflight was complete, he went over to the upstairs observation deck at the FBO with the hand-held radio to watch while I taxied out.

The  winds were still not too bad.  About 290 to 310 at 6 to 7 knots.  I finished my runup and had the airport all to myself.  I departed 33 and had an uneventful departure.  In fact, the air was relatively smooth. 

I lined up perfectly for my first landing.  Left wing down, right rudder, side slip to the runway.  I was established just fine and the speed was right on.  Over the threshold, I think I gained some speed.  I pulled the power, and then my trouble began.  This is where I need the most work.  I floated.  Even ballooned up.  A touch of power so I wouldn't fall.  Kept the wing down, keep the nose down the runway.  A lot to do at once.  I dropped a little more than I wanted.  "Plop" onto the runway.  I was feeling a little shaky after that one. When that happens, the best thing to do is try it again.

As I departed, I kept the left wing down, but the plane weathervaned to the left.  That was a strange feeling and a much greater crab angle than I was used to climbing out.  My speed was fine and the ball was centered, so I went with it.  But I was not feeling that comfortable.  And usually, i like to be very comfortable with what I am doing and with what the airplane is doing.  But I understood what was happening, and felt safe.  I turned crosswind, then downwind.  I talked my way through it.  Crab right to compensate for the wind.  Abeam the numbers, first notch of flaps. Start down. Watch the airspeed.  Don't get too fast.


Turn base. Add the second notch of flaps.  Keep comingdown. Stay at about 70 knots.  Turn final.  I added full flaps a little earlier so I would be very stabilized in my approach.  I kept lined up well.  Got a little fast.  I raised the nose and adusted power to slow and flatten out my descent angle.  Over the numbers.  I can land long--plenty of runway--just let it float, fly the plane, don't balloon.  I planted the left main, then the right almost immediately thereafter.  Keep the left wing down.  Keep increasing back pressure.  I was much happier with that landing, and wanted to end ona good note.  I din't want another uncomfortable departure.  The windswere still the same, well under 10 knots, but I called itquits and taxied back to Foxtrot 7 where I met my son.

He enjoyed watching the fuel truck come and fill the tanks.  He sat in the plane and looked at the panel.  We talked about the instruments.  Then he helped me push the plane into the hangar, and we left.

I had a good flight and two landings in the book.  But I  want to get in more crosswind practice.  And with a CFI.  Hopefully soon.

04/14/11 Flying Around the Pattern

All day at work, I could tell the wind was dead and the clear sky was taunting me.  So after work, I headed down to KFCI to practice my landings.  When I pulled up to Foxtrot 7, there were two planes out—Eric’s Baron was at one end of the T Hangars, and at the far end there was a Corvalis.  They wer all talking toeach other—and there was my CFI, Monty. I stopped to talk for a bit.  Then I started the pre-flight (the part I do in the hangar like checking fuel and oil, checking the strobes, putting down the flaps, etc.), and as I pulled the plane out, the owner of the Corvalis was putting it away. So I turned the plane to the left to go out that way (away from the runway—away from direction I normally go).  I pulled the car in and shut the door to Foxtrot7.

As I got near the corner, the guy with the Lake that is in a nearby hangar turned the corner.  Now I had a predicament.  He was stopped.  I was stopped. Facing each other.  He was not quite around the corner, highwing, but lower than the 172’s and shorter.  It looked like I clearly had enough room.  And he was waiving me on.

I approached slowly and got within a couple of feet from the hangar to my left.  He was giving me a thumbs up.  I gave the thumbs up and kept coming forward.  I was several feet clear of him on the right and of the hangar to my left, but it was closer than I would have liked. As my wings cleared, he taxied on.  And I taxied straight ahead and stopped, waiting to turn until he was clear.

The wind was reported as calm, but the windsock clearly showed the predominant breeze from the north, so I taxied to 33. Did my runup.  Monty was in the Baron with Eric.  They were now taxing out behind me.  A Mooney was inbound and was entering the crosswind for 33.  As I pulled out on the runway, I could see him cross in front of me and turn to downwind.  I took off to follow him.

As I turned downwind, he turned base and final—very quick plane.  I noticed the Baron in the run-up area. Another audience and this time my CFI! And I hadn’t flown in quite awhile.  I hit the speeds dead on and crossed the threshold pulling the remaining power.  I floated a bit, eased it down, and sort of plopped onto the runway. Felt kind of flat.  I asked Eric later, and he said it looked fine—maybe just a bit more flare!

I came to a stop, raised the flaps, and took off again.  Turned crosswind and Eric was departing right behind me.  A King Air was ready to go right after him.  Busy day.  I watched the King Air depart on downwind.

The next landing was better, of course.  Perfect flare, mains touching gently, then the nosewheel.  Stopped, flaps up, took off again.  

 

Last landing was much as the second. I taxied off the runway and back to Foxtrot 7.  The fuel truck was busy, and they said it would be about 15 minutes, so I put the plane away and left without topping off.

Glad to get some landings in, but certainly need to get the last remaining hours in for the checkride.  Hope to do that soon.

Another Past Post: 06/18/10 First Dual Cross Country

Weather still bad here in Richmond. And I still need to schedule checkride prep time with my CFI. Hope to knock it all out in April. Meanwhile, another significant aviation event in my life. First dual cross country:

With the help of my Purple Board friends (my "imaginary friends"), I planned my first dual cross country from KFCI to KCHO which I flew Friday 06/18/10.

First, the times did not work out at all. According to the POH climb chart, it would take me 14 minutes to reach my first check point. I was there in about 5 and already at cruising altitude.

The other checkpoint worked out better, but we never got to the last one because it was taking so long. It is actually about a 20 to 30 minute flight, but with the course I had chosen, it was more like 50 minutes--about as long as driving there!!!

Skyvector Sectional--waypoints

Just past my second checkpoint, approach asked if we needed vectors to CHO. My CFI laughed and answered, "No, my pilot is just showing me the scenic route along the river".

He then had me turn direct to CHO. Uneventful landing there--just before we got there, a Lear was on approach at 3,000--approach had us descend to 4,000 and follow the Lear (Lifeguard XXX--do they fly organs or patients around?).

Well, I saw him at our 3:00 first before my instructor (who blamed it on my young eyes). He comes rocketing past from our right rear to left front on a much wider turn to final. We are then cleared to descend pilot's discretion and handed off to tower. Coming in, there is a mountain ridge you have to clear before the airport. It felt odd to descend with rising terrain, but we were pretty far above the surface--even crossing the crest.

 
So we saw the Lear turn final, were cleared to land number 2 behind the Lear. I hadn't even turned base as he was crossing the numbers. Then base to a long final. The runway was huge compared to KFCI. Wider and longer. I landed, taxied back, then departed for KFCI. We flew back direct and it took very little time at all.

So my headings didn't work out. My times were off. I saw my checkpoints (except that last one), but my route may not have been the most direct. My CFI said to have checkpoints every two "thumbs", which I pretty much did (I spotted the quarries along our route, towns I knew, bridges, and other things). He said I did a good job and he could tell I had planned it out well. He said headings are hard to get right, and you have to adjust in the air. We will probably do the route again, and I will plan it more direct next time.

Another Old Post: First Solo

 While I wait for another day to fly (could have today with John, my CFI, but I was too busy), here is another old write-up of mine.  A very special one. My first solo.

05/21/10

First Solo

I met CFI #1 down at KFCI today at 8 am.  Just like yesterday, the briefer told me that they were showing IFR, VFR not recommended: fog.  There was no hint of fog anywhere, and when I pulled up in front of the hangar about 7:15 am, the sky was clear blue, no wind, and no fog.  I got to spend a long time preflighting the plane. I went over it inside and out.

My CFI has a 16 year old retriever, and the dog is not doing well.  At 7:45 am, my CFI called to say he was on his way but had lost track of time dealing with the dog who he was going to have to put to sleep today.  I told my CFI not to come, but he said his wife would look after the dog while we flew.  Thirty minutes later, he arrived, and we were up.  There was quite a bit of activity at the airport--more than typical and certainly more than at 6am.  Planes were coming out of hangars and people were walking around.

There was no hint of the vibration I had felt in the plane yesterday.  The plane was handling well, and my takeoff went smoothly.  The first landing was not bad, and we went around again.  My takeoff was not as good--not sure why, but I instinctively put both hands on the yoke for a split second before putting my right back on the throttle. 

The second landing wasn't so bad, but he told me not to use the brakes too much--I had stood on them kind of hard.   Also, I was floating somewhat since my method of landing from yesterday was to leave the power in during the flare.  He solved that the next time around.

On downwind almost abeam the numbers, my CFI asked if the primer was locked. I told him it was.  He said, "Check it".  I let go of the yoke with my left hand and checked it.  He laughed as he pulled my right off the throttle and pulled it back to idle.  "Can't fool you."  So the plane just out of annual had the engine quit--why hadn't they checked that sort of thing? 

I pitched for best glide, turned to the airport and did my troubleshooting.  Mixture, prop, tanks, throttle, cutoff, primer.  All to no avail--still no engine.  Getting a little slow--I got the nose down and put in a notch--I had the field made and some.  Another notch. Over the runway.  I added my last notch about 40 AGL and got a nice flare and landing.  But that either troubled my CFI or he wasn't feeling so well, because he asked me to take him over to the FBO instead of going around again.

Even though he wanted to rest, he told me I could keep on flying, so I did.  I wasn't ready to stop.  I taxied back out to 15, but a Citation was on downwind for 15.  I decided to wait for him.  He made a long turn to base and final, and I watched him come in to land.

A 172 pulled up behind me to do a run-up.  Well, it was my turn--people were waiting.  Lights, camera, action.  I really didn't notice my CFI wasn't there.  Too much to do.  Down the runway and rotate.  No trouble.

My CFI's voice came over the radio, NXXXX, you see that Cessna there--that was his first takeoff by himself."  "Pretty good", the other pilot said--I think it was the guy in the 172--not the Citation.  Turned cross just fine.  Then downwind.  No problem with speed or altitude.  As I knew from reading others' posts, downwind was where I noticed the absence of the right seat occupant.  So I set my kneeboard and checklist in the seat.  I also thought about not being able to tell any increased performance with only one occupant.  Must be the heavier engine--I'll look at that again on the second climb out.

Downwind to base to final.  Fairly high.  I did a slip to lose some altitude.  It looked fairly good, so I let some speed bleed off.  Probably don't need quite as much as before.  My first solo landing was a bit rough--not a drop, but a little sideways jolt as I lined it back up with the runway.  I came to a stop, raised the flaps, and announced I was on the go for the pattern.  Another smooth takeoff.  I checked my VSI at Vy.  It was 1100-1200 fpm!  OK, so there is some increased performance.  Cross to downwind.  No problems.  Saw the 172 depart and turn to the north behind and away from me.

Downwind to base to final.  Much better on the altitude.  Kept my speeds nailed.  The second landing was much more acceptable.  Before i hit the brakes, I realized I'd have to taxi down to the next intersection, so I keep the speed up to get out of the way of an incoming LSA behind me.  I turned off, announced clear, and taxied past my CFI and another CFI chatting by the AWOS.  They gave me the thumbs up.  Looks like he must be feeling better.  I taxied back to the T Hangar as we had discussed and got the endorsements in my log book! 

So now I've done it--I can practice with a little more flexibility.  I'm looking forward to that second solo!

20.2 hours, .5 hours PIC, and 80 landings.

03/25/11 Trip to Charlottesville

I got a call from my CFI that he could give me my solo endorsement today and also fly him to CHO, drop him off to catch a flight, and get a solo cross country back to KFCI.  I couldn’t pass up that chance!!

            I headed down to the airport. Flight services reported clear skies above 12,000 and very light winds. Winds at 4,500 were 270 at 13, and I planned the flight there at that altitude.  As I turned onto the main road in front of the airport, I saw a Cessna departing on 15, so I figured on using that.  I arrived at the gate, and John was waiting for me with his flight bags and work uniform.  We headed to Foxtrot 7 for the preflight.  Everything looked good, and I pulled 18NS out and pulled my car in the hangar and locked it up.  The IO 3690 fired right up, we checked the weather.  Broken at 4,600.  Well, looked like it might not work out to cruise at 4,500.

            I taxied out to 15. The windsock was limply pointing the other way.  AWOS reported winds as calm, so we continued to the run-up area and did the run-up.  I departed 15 straight out, then turned 180 degrees to the right above pattern altitude to head to Charlottesville.  The broken cloud layer looked close, and as I approached 3,500, we decided to head back down to 3,000 msl.  It was bumpy.  I adjusted for cruise, closed the cowl flap, and settled in, listening to approach.  No much traffic. At first, I wondered if we had the right frequency dialed in.

            I didn’t use the GPS.  The yolk-mounted 496 was having issues.  Kept powering off. Something with the cigar lighter.  I kept a heading of 330.  We spent the flight there focusing on questions for the oral.  Some I knew, but didn’t know I knew.  They came to me eventually, and the more we discussed, the easier it became.  We discussed the electrical system, the battery, airspace, the privileges of a private pilot, what I can and cannot do, what needed to be in the plane to fly legally, minimum equipment, day and night.  Can I accept payment for flights? Passengers? Cargo?  I knew a lot, had my memory refreshed a lot and determined things I needed to focus on. The 0.7 hours to CHO went by pretty fast.

            We flew to the Gordonsville VOR.  At that altitude, I didn’t need the VOR to see where it was—I could see it in a field at about 11:50 off the nose.  John said a United Airlines pilot owned the land where the VOR was located.  We turned toward CHO at the VOR, and contacted tower.  They were awake and told us to enter a left base for 21.  A mountain just over a ridge called Pine Mountain was our target, and I began a gentle descent as we approached the mountain.  We were still bouncing around a considerable amount.  I thought of the coffee cup analogy for turbulence I had read in an AOPA article.  If the coffee spills out a little, it’s moderate.  I was not sure this was that bad, but coffee would be spilling out of the cup.

 

            There were two planes on final and a Bonanza behind us.  I saw the second crossing the threshold as I maneuvered to a left base between Pine Mountain and the airport.  I reported entering left base to tower and was cleared to land on runway 21.  Then an aircraft was cleared for takeoff in front of us.  And the Bonanza was cleared to land.  I was still on a long left base when I saw the aircraft depart 21.  I was still bumping arund as I slowed and added my first notch of flaps.  I was hoping that the bumps would stop before landing.  The winds were about 6 knots, a slight right crosswind at 240. 

            I turned final and saw the construction ongoing to extend the runway.  A aircraft called the tower to request permission to circle the extended line of 21 to take pictures of the construction at 3,000 feet.  Tower pointed us out and the Bonanza, then granted permission.  I added a second notch and as we drew close, the last notch.  The bumps had ceased, and my approach was smooth.  I was drifting downwind and corrected to the right.  Still not enough.  I made a gentle landing, but somewhat to the left of center.  I pulled to the center, and tower instructed me to exit at the next taxiway (Delta) and taxi to the ramp.

            The last time I was at Landmark Aviation was on my first solo cross country.  I had stopped, gone to the restroom, then asked to get a stamp in my Virginia Aviation “passport”.  You’re supposed to get stamps at all the airports in Virginia.  Well, the lady at the front desk had told me I needed to pay a landing fee.  I told her I was on my first solo cross country and just needed to use the bathroom and wanted my stamp.  So this was on my mind as the linewoman guided us to parking.  I shut down, got out, and got John’s bags out of the baggage compartment.

 

            We went inside, and I used the facilities.  I said so long to John, who went to catch his ride to CLT, which we noticed had not yet arrived.  I hurried back to the plane lest I be assessed a ramp fee, removed the chocks, did a preflight walk around, then started up.  The linewoman came back out and guided me to the taxiway.  They really were very nice this time and no one asked for any money.

            I taxied past the terminal and admired the regional jet at the jetway. Pretty big time for Charlottesville.

            I did my run up, and as I held short of 21, John’s ride arrived.

 I departed right after and climbed out, turning to the east, flying over the city. I really enjoyed the mountain views.

 

            As I departed, the aircraft taking pictures departed the area, too. Flying back to Richmond.  Once out of the Delta, I called approach to request flight following for my return trip.  I stayed at 3,500 and kept on a ground track of about150.  There was not much activity on frequency, and I had an uneventful but bumpy flight back to KFCI.

            I entered the pattern for 15 by crossing at midfield instead of making straight in.  There was not traffic in the pattern or on frequency.  I entered a left downwind for 15, winds still reported as calm.  I never believe the AWOS at KFCI, and the windsock showed a right crosswind.  I turned final and made a stable approach.  As I touched down, the right wing lifted, and I applied aileron to get it back down.   The landing was not perfect, but it was on centerline. 

            As I taxied off the runway, a plane was taxiing in the opposite direction to 15. I flashed my landing light to indicate he could go ahead, and he flashed back and turned in front of me.  I taxied back to Foxtrot 7, my solo endorsement restored and some practice for the oral and check ride attained.  The flight back took 0.8 hours on the Hobbs. A great day flying.