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.

Post from the Past: 09/09/09 Lesson 2

I am still waiting to get my solo endorsement renewed and get some practice in for the checkride.  My instructor said perhaps this weekend.  He is now flying for the airlines again, so scheduling is difficult.

He called me from Charlottesville (KCHO) two days ago to talk about flying this weekend, and as he was speaking to me saw te Presidential 757 coming in for a touch and go at KCHO.  Apparently, they did several approaches, and landed each time with the mains on the runway but holding the nose off as they took off again.  He sent me this picture:

Well, I hope to have some new posts after this weekend, but for now, here is another old post--my second flying lesson:

09/09/09-Lesson 2

Was CAVU again today (Clear below 12000, visibility 10, Wind 340 @ 5) and a bit hazy aloft, and I logged another 1.1 hours (2.3 total now) with two landings (done with no assistance from my CFI). 

We met at 7:30 am and did a preflight where I got to do more of the preflight, verifying from the checklist that I had covered each portion before moving on.  We then got in the plane, and the CFI pretty much kept quiet--so I started the pre-engine start checklist and then started it up.  Feet on the brakes, Master on, tanks to "both, Mixture rich, prop full forward, (Beacon--stays on), Fuel pump HI (hold in for 4 seconds), throttle about 1/4 inch in (stick your finger out as you hold the knob about 1/4 inch from the fire wall, then push it in until your finger hits), yell "Clear Prop!" out the window, then turn the key to start.  She fired right up.  I turned on the avionics and checked the ATIS, and we noticed the second digit on the COMM 1 was not working--we used COMM 2.  That Comm 1 is old-I'm sure it is original:

I figured 33 was the appropriate runway (didn't take a genuis).  Before I started taxiing, to check the radio, I called up unicomm and said, "Chesterfield unicom, Skyhawk 18NS, request airport advisory". (I had read this in the ASF "Say it Right" communications seminar/quiz--better than saying 'radio check').  The lady behind the front desk gave me the winds--also, it confirmed the radio was working.  No other traffic on frequency.  As I had been instructed last time, I did not announce my taxi intentions.  I taxied between the T Hangars and out to the main ramp, and taxiway in front of the airport administration buildings, then on to the run-up area at 33.

During the run-up, everything checked out fine-and I did most of it on my own with no prompting from my CFI.  Still no traffic at all on the CTAF.  "Lights, camera, action", said my CFI.  I turned the transponder to ALT (after verifying it was set to 1200, checked that trim was set to takeoff, turned on the landing lights and the strobes, confirmed prop and fuel were full forward, then announced we were departing tot he south, checked that there was no incoming traffic not talking (both directions), and taxied into position on the runway.  I gave it full throttle fairly slowly but firmly, and away we went--I gave some right rudder to counteract the P-factor, and we were airborne!

At about 900 feet (300 below pattern altitude, I announced our turn to the south, and we departed the pattern.  It was fairly hazy, but otherwise clear.  The toughest part was keeping my head outside and not fixated on the instruments.  At 2200, we leveled out, and my CFI showed me how to adjust for cruise.  We had about 2300 RPM and manifold pressure of around 23.  We didn't lean at that altitude, but I had the prop back to get to that RPM.  The throttle was back about 1/4 of the way.  We were doing 95 indicated and about 111 over the ground (per the 496).

We flew to just northwest of Dinwiddie (KPTB--I was at first confused when my CFI used the "Dinwiddie name--I thought this was "Petersburg"-which it is, but pilots call it Dinwiddie on the radio--and it is labeled that way on the chart) to where Monty likes to practice over Lake Chesdin.  He said, I've picked a couple of landing areas, we have the airport, and the lake.  We talked about those spots for emergency landings.  He said there are more options than at the normal KFCI practice area over Swift Creek Reservoir--which has only the lake. 

One departure from Dinwiddie was the only traffic we had while we were there.  I did a standard rate 360 deg. clearing turn to the right.  Then, one to the left.  Then we did a 30 degree turn to the right.  Then a 30 degree turn to the left.  It was tough to keep it level--back pressure and keep eyes outside the airplane.  We did a climbing turn (at 20 deg bank) to the right using 500 fpm vertical speed-tough to keep that vertical speed constant.  Then one to the left using 80 KIAS to climb--again, tough to keep the airspeed constant.  We finished up there by picking a field, and simulating an approach. Down to 2000, slow and put in 10 deg of flaps.  Down to 1200, and put in another notch of flaps.  Then, oh, no, traffic (simulated), go around.  Full throttle, flaps up, and trim the airplane for almost 1200 fpm climb!  Wow!  What a ride.

At 2,000 ft, we leveled off and headed for the airport.  We stayed south so we could intercept the localizer for 33--announcing on the CTAF which was still silent (a few at other airports in the area, like Danville, but not KFCI). Landing lights on, prop full, mixture rich.  I announced turning final and a stop and go, intercepted at 2000 ft, and began a turn to the runway and descend.  A little left--I centered up.  It had been calm, but it was getting bumpy near the ground.

Monty asked me, "What color are the lights?"  I had to pause--this will be important for being approved for night flight.  They were definitely the same color, and none looked red.  "All white," I replied.  I was correct.  And when we got two red (to the right) and two white (to the left), I could see them clearly! 

I brought it down with flaps at 10, then 20 at 70 KIAS, then at 35 at 60 KIAS.  We were getting slow at 50 KIAS.  Without prompting, I gave it more power.  Just over the runway, I pulled back the throttle and pulled the nose up.  The stall horn blared!  We settled onto the runway. Maybe a little high and definitely not perfect, but my first landing!

I slowed with the brakes. Monty showed me how to pull back on the yoke when braking harder on the runway to avoid a prop strike and help slow the plane.  We were at the middle turn-off.  We set flaps to 10, re-trimmed for takeoff, and I applied full power.  We were airborne again.  A Cessna called to announce departure on 33, departing to the West. I was proud of my radio work.  As I climbed to 900, I announced turning onto left downwind for 33.  Monty quickly corrected that on the CTAF.  "We don't want that guy taking off to get confused and think we are about to land," he chuckled.  Boy, was that embarrassing.

I properly announced our turn to left downwind.  As we turned, I saw the departing traffic to our left, and Monty announced that we were midfield downwind for 33 and had the departing traffic in sight.  He thanked us (probably laughing at an obvious student with instructor).  I put in flaps 10 at midfield, and abeam the numbers, started a descent from 1200.  When the runway threshold was just 45 deg behind me, I began my turn to base, more flaps, then final.  As I turned onto final, two white & two red!  We put in flaps 30 just as we were getting to the runway approach lights.  I was a little high, and maybe a little fast on this second and final landing attempt.  I pulled back the throttle, and we sank.  I felt like we were floating for a while, and then we sank the remaining several feet (felt like ten, but Monty said it was more like four), to the runway.  We landed a bit hard, but not too much so.  As the nose wheel lowered, there was some shimmy.  Monty pulled back on the yoke, and then lowered it again and the shimmy was gone.  I slowed and turned at the midfield turnoff.  Cross the hold-short line, transponder to stby, strobes and landing lights off. Flaps up.

As we taxied in, a Citation was taxing out.  I taxied back to Foxtrot 7--other than that, a pretty quiet day at KFCI!

Other Lessons:

• Keep your head outside the plane—inside 20%, outside 80%.
• Flaps, 80 KIAS, 10, 70 KIAS, 20, 65 KIAS, 30

Generally: go up, speed decreases.  Go down, increases.  Flaps give more lift and allow you to fly slower.  Turning splits the lift into diagonal (turn) and vertical (climb), so you need to lift the nose to keep altitude.

07/14/09-Lesson 1: First Flight (Discovery)

I am still waiting to get up and do some practicing for the checkride.  My solo endorsement is now expired.  So in the meanwhile, i thought I'd post some things from my flight journal.  Here is my first flight where I logged hours--my "discovery" flight:

07/14/09-Lesson 1: First Flight (Discovery)

The day looked promising Monday when I checked the weather for Tuesday morning.  I was to meet Monty, the CFI, at KFCI (Chesterfield), at 8:30 am, but I was too excited to sleep too late, so after a quick run, I drove to the airport early to see what was going on.  Not much was happening, the wind was about 030 at 8, and the sky was as blue as can be.  It was not hot, relatively cool for July: 20 c.  I saw a couple of guys driving tugs to the T-Hangars, and I watched them pull out a few aircraft for the flight school.  A Pilatus came in, N77SD--what a plane!  Looked like a group of contractors coming in to town, maybe to check on a project or give a bid.  This is a picture I found of it:

I really couldn't believe more folks weren't flying.  It was a great morning.

Monty drove up shortly after 8:30 am, and we walked over to Foxtrot 7, the T-hangar where N18NS, the Cessna R172K Hawk XP owned by my law partner, Skip, is kept.  We opened the hangar door and Monty showed me how to do the preflight.  Of course, first we wrote down the Hobbs and tach--I was paying this time.

Obviously, I learned a ton about the airplane.  Two antenna--one required for each Comm radio.  The wire between the tail and the center of the wing is for the ADF (UHF).  Small antenna on the tail are for the VORs.  Counterweights in the elevators help reduce fluttering.

Meanwhile, we checked the aircraft over.  From bolts to cotter pins, aileron hinges to fuel contamination.  Eventually, we were ready to pull the plane out of the hangar.  For the first time, I climbed into the left seat.  Master on, fuel pump: high, mixture rich, prop full, throttle 1/8 of an inch in, and turn the key to start--wow!  We were ready to go! 

Taxiing--I looked like a drunken sailor, all over the place. Fortunately, Monty was ready to help out, but by the time we made the first turn, I was better.  90 degree turns are not so easy.  My seat may have been up a little far--Monty said my heels should be resting on the floor and I should be moving the rudder pedals with the balls of my feet--lifting my feet to depress the brakes when necessary (and don't use the brakes too much).  I asked whether it was common practice for aircraft to announce their taxi intentions on the CTAF when taxiing from the hangars to the runway.  Monty said that it is not encouraged, because (especially on a busy day) there would be too much chatter--did he say he was departing?  On the runway? On final?  Better to just announce departure and entering/in the pattern, and exiting the runway. When we got to the run up area, I moved my seat back a few notches.  Runups complete, we heard a CAP Flight on a five mile ILS final for 33.  Announce.  Strobes on.  We made a quick departure.

Now, the wind was about 60 degrees off the nose to the right and was up to around 11 knots by the time we departed, so Monty did the real work while I "followed" him with my hands on the yoke and feet on the rudder pedals.  Right rudder, right ailerons, full throttle, and we accelerated down the runway.  As we lifted off, Monty eased off both the rudder and the yoke and then told me, "your airplane, the FAA wants us to keep climbing at full power to about 1000 feet.  Keep the nose about on the horizon."  So that's what I did.  Another aircraft announced that it was on the 45 entry for the left downwind, 33.  Monty announced we were departing straight out.  Monty saw the traffic, an SR-22, to my left, before I did.  He knew where to look because the reservoir to our left was about 6 miles from the airport (it's also shaped like an arrow pointing directly to KFCI--a fact that would come in handy later).  The SR-22 had announced he was 5 miles out, so knowing where to look was easy when you knew the landmarks.  We heard traffic on the CTAF inbound for 23 Chesapeake.  Yes, similar sounding runway configuration, same CTAF frequency, similar sounding airport name, all in radio range.  Your FCC at work.

There was a fair amount of chop below 2000 feet.  As we bounced around, I remembered my previous experiences flying N18NS and also what I had read: it's like driving on a dirt road--let the plane fly.  Don't over correct.  Monty mentioned it was like a boat.  It bounces on the waves, but it will stay afloat.  I noticed my death grip, and took one hand off the yoke and used just the fingers of my left hand to move the yoke.  Monty dialed back the power over 1000 feet.  I kept it pointed at 330, and the nose level with the horizon.

Once we got above 2000, the bumps grew less frequent and it became easier to control.  The earth heats the air, and it is bumpy close to the ground, Monty explained.  We leveled off at 3000 and turned north to find my house.  I guess that is SOP for a "discovery" flight.  I saw my parents' house first, and I circled to try to take a picture with the BB--no dice.  It was not working well. Something was wrong, and it would not save.  Oh well, I wasn't going to get many pictures.  Next we flew on to my house.  We descended to 2000.

Now I live to the west of KRIC, north west of KFCI, and just under the outer ring of the KRIC Class C airspace which extends from 1400 to 4200 feet.  Monty told me to make a right turn. He knew visually where the Class C was.  He called Potomac Approach and advised that we were doing aerial photography work and that we wanted to fly at 2000 feet in the northwest corner of the Class C for a few moments.  Approach did not seem to be busy (the controller was working two frequencies), so our request was granted, and we were given our very own discreet four digit squawk code.  I circled my house at 2000 feet, and tried to get pictures. Again, the BB was inop.  No matter.  We turned east and saw downtown Richmond, KRIC easily visible just beyond.  Hey, there's my office.  Much better to be up here!

We departed the area to the southwest, and Monty had me fly toward the reservoir.  The area over Swift Creek Reservoir is the practice area for students at Heart of Virginia Aviation at KFCI.  When we arrived, Monty had me execute a standard-rate right turn, maintaining airspeed and altitude.  Then a left turn.  Then a climbing right turn.  Then climbing left.  Then descending turns.  The entire time, I controlled the throttle, prop, trim, etc. I sped up and trimmed the aircraft. I slowed-down and re-trimmed. We discussed power, pitch, trim, and airspeed.  Funny, in the climbing left turn, I needed right rudder to center the ball.  Monty told me not to worry about the ball.  Use visual references to fly the plane.  That's why it's called VFR.  Just check heading, airspeed, and altitude every once in a while.

Time to head back to the airport.  Monty said we'd make a simulated ILS for 33.  He gave me headings to fly, and we started back.  I noticed the gyro heading indicator was off from the magnetic compass.  Monty explained precession as I readjusted the gyro to line-up with the magnetic compass.  The CAP Flight announced taxi intentions. Monty and I laughed because of our prior discussion.  An aircraft announced a departure from 33.  Then the CAP Flight departed just before we turned final.  Another aircraft announced on the 45 for entering left downwind for 33.  I stayed at 2000 to intercept the localizer.  The needle began to move, and I turned in.

Once lined-up, the glide slope became active.  I pulled back the power.  I kept about 80 knots and had to fly about 10 to 20 degrees to the right because of the wind, which was still about 030 at 11, to stay lined-up.  Monty threw in some flaps.  I advanced the throttle.  He showed me how the PAPI and the ILS were about the same.  Two white, two red.  After a few moments, I noticed we were a little high in the approach.  I decreased power, and the plane descended.  Monty put in another notch of flaps and, as we approached the threshold, said, "My airplane. Follow me."  Again, he did the work, but I followed along with my feet and hands on the controls.  Monty made a very nice landing with the stall horn sounding just before the mains settled on the runway.  Right rudder and right aileron. Keep flying the airplane as you slow down. 

Then, "Your airplane".  I continued to slow the plane and taxied off the runway.  Cross the hold-short line.  Strobes off.  Flaps up.  I taxied back past the Pilatus, around the apron, back to Foxtrot 7.  Monty took control again and turned the plane 90 degrees, lining up perfectly so we could push N18NS back into the hangar.

After the plane was safely stowed away, we discussed the medical, training, and ground school study--studying on your own vs. taking a class at the airport.  We shook hands, and I rushed off to work in the building I just seen from the air.  It was a great experience--now to convince the wife!

Unexpectedly, Monty emailed me later with the official time to enter in my logbook: Dur: 1.2  ASEL: 1.2 lands: 1, and Grn Trg: .8 !  Woo-hoo!

Check Ride Prep Postponed

My CFI, John, flies for Piedmont.  He flies the Dash 8.

He has been busy flying, and that is going to make scheduling tough.  But it is a good thing he is getting the flying time!!

So he cannot fly today since he was on reserve and got the call to take a trip.  But it is just as well, because the weather is not cooperating anyway.  It is supposed to rain and at Chesterfield right now, it is:

KFCI 061415Z AUTO 15003KT 10SM OVC012 16/12 A2991 RMK AO1

So, no flying today anyway.

And about the wind reported at KFCI. I am not sure it is ever correct.  Here is Richmond:

KRIC 061354Z 18011KT 10SM FEW009 BKN012 OVC019 16/14 A2992 RMK AO2 SLP137 T01610139

And Petersburg:

KPTB 061404Z AUTO 16007KT 10SM OVC012 17/15 A2991 RMK AO2

And Hanover:

KOFP 061354Z AUTO 16009G17KT 10SM OVC015 16/13 A2993 RMK AO2 SLP134 T01560133

My suspicion has always been that the wind is inaccurate at Chesterfield.  And outside my office window, where I am this morning, the flag on top of the Dominion Building serves as my windspeed gauge.  I can tell it is blowing hard out there right now as this system moves up from the southwest.

So I'll try to schedule some flying time next week.

03/03/11 More Pattern Work after Work

            I headed down to KFCI after work to fly a few quick laps around the pattern.  Wind was 070 at 7, but was changing directions from 060 to 070 to 050.  And it was gusty, not constant.  A relatively light wind, but a direct crosswind. 

            There was a plane ahead of me I had never seen before.  It looked like a Grumman American, but I thought it was a homebuilt, had “Light Sport” on the side. Glass pushback canopy like an RV. I thought it was an RV until he departed.  He said “Breezer” when he took the runway, and I found it today online. German all metal LSA, not a homebuilt: http://www.breezeraircraft.de/   He didn’t use much runway getting airborne.

            I was next, took runway 15 and departed with the left crosswind. The Breezer turned southwest, and soon after I turned left crosswind passing through 900 feet.  It was cool, about 50 degrees F.  I was getting a great climb rate of over 1200 fpm.  The engine really loves these cool temps.  I had to watch my speed when leveling off each time—getting too fast.  The plane wanted to go.

            As I turned downwind, another plane was taxing out and two others announced they were about 10 miles out inbound to land.  Busy afternoon. And I hate having an audience in the run-up area, especially for my first landing of the day. When I drew abeam the numbers, I noticed him taxiing right on out, and I heard him announce his departure.  Maybe he did his run-up somewhere else. He departed also to the southwest.

            As I turned final, the first incoming aircraft joined the crosswind.  I was lined up perfectly, and slipped the whole way in, left wing down.  When I got close to the runway and flared, I drifted left a bit. I corrected, landed on the upwind wheel. Kept the nose off, but I was still left of center a bit.  I stopped, raised the flaps and began my takeoff roll.

            I climbed to 900 and turned crosswind. Each time, I was at pattern altitude before completing the cross wind turn. The plane was really climbing!  I was now number two behind the plane that had been on crosswind, and the other incoming aircraft was number three entering crosswind behind me as I turned downwind.  I like it when there are other aircraft to keep track of.  As I turned downwind, the aircraft in front of me turned a quick base to final and was landing before I was even at midfield.

            

            Abeam the numbers, I put in the first notch and started down.  There is a little lake or pond I use on 15 to signal my turn to base. I turn just before or over it. I turned base and added another notch of flaps, then final.  I set up in another slip, left wing low.  I saved the last bit of flaps until I was over the road right before the runway.  The aircraft behind me announced he was extending his downwind.  Maybe I was taking too long.  It was a Centurion, so maybe he was just faster than the Hawk XP.  I was low, but flattened out my descent on final.  Focusing on speed.  Wing down. Nose pointed down the runway. The landing was a bit flat, centered up better, but not great.  I felt like there may have been some side movement and that I did not initially land on the left main but on both mains.  Well, it was gusty, so maybe there was no wind at that instant.  I went around again.

            No traffic this time, and the Centurion was back at the T-Hangars before I was ever on downwind.  It was a beautiful evening. I could see my office. 

            I turned final, established the slip, and noticed I was a bit high.  I pulled the power back to get down to the glideslope.  Once established on the glideslope, I added more power, then over the road, added the last notch of flaps.  This time, I felt like I was a passenger being flown by the airplane—never the right feeling.  I touched down a bit fast and bounced.  The left (upwind) wing lifted.  The right main touched down first.  Then, the nosewheel and left almost simultaneously.  I was pretty shaken.  Instead of a stop and go, I taxied back to regroup. 

            Whenever I have a bad landing, I always try to get right back up to regain confidence.  I did so, and talked my way, out loud, around the pattern.  I reminded myself of the fact that I was the pilot, not the passenger.  As I approached again, I established the slip, kept the glideslope perfectly, managed my speed right on the spot, and touched down on the left main, kept the nose up and left wing down.  Right main touched down, then the nose—without even feeling it (that’s what I’m shooting for).  That was a crosswind landing, I thought to myself.  One more time.

 

            There is nothing I don’t like about flying.  But perhaps one of my favorite parts of flying is the takeoff roll.  Starting down the runway at full throttle headed for the sky.  The plane took to the air at around 65 KIAS, and I established a left crab as I climbed out at 81 KIAS.  Again, talking my way around the pattern. 

            I turned final, established the slip, and was stable on the approach.  Altitude good.  As I flared, I held it off until the upwind main kissed the pavement with hardly a sound or jolt.  Same with the right.  The nose wheel settled without a bump.  And I was just about on centerline!  A great landing! Whew!

            Good time to call it quits.  Called for the fuel truck to Foxtrot 7, and taxied back there to meet it.  A good day all around. And I like landings, too, especially the better I get at them.
 

            Hoping to get ready for my checkride soon!

Pattern Work-Crosswind Landings 03/01/11

March 1, 2011

The wind was fairly light as I set out to fly the pattern. It was a beautiful, crisp, clear day, but a little gusty.  And aloft, it was bumpy.  I am beginning to figure out this weather thing.  Clear skies usually mean there is movement and some disturbance.  Otherwise, there would be haze from particles in the air not being stirred up and moved along.

There were two other planes in the pattern, and I felt good about having the opportunity to practice paying attention to their location from radio calls and position reports.  The Piper in front of me did not always announce his position, and I had to keep track of him visually.  He must've been with an instructor, because they practiced an engine out, which was fun to watch.  He made a nice landing.

My landings were tolerable.  The gusty direct left crosswind was challenging, and I felt pretty good about my performance.  I was carried downwind a bit on short final, and did a good job compensating with the slip.  Landed on one wheel a couple of times, and kept the right aileron in throughout the roll out.  I would really like to practice in stronger winds to build my confidence.

John, my CFI, may be able to meet Sunday afternoon for some practice for the check ride.  I am looking forward to that.  Hopefully, I will be able to get my certificate by the end of March.  That is my goal anyway.  Fingers crossed.