More landings. Better - not great but better.
Flight time: 1.2
Total time: 32.4
Heading up to Traverse City with the family
5 years ago
Thursday, January 31, 2008
Wednesday, January 30, 2008
Windy!
Today was rather windy. Thought we should simply stay in the pattern for touch and gos. Got to practice my crosswind landings. The remark in my logbook by my CFI, RC read, "Awesome crosswind landings."
There's a ringing endorsement!
Too bad we couldn't do more than fly in the pattern - it was very windy. Landings are progressively getting better. Perhaps even good?
Flight time: 0.8
Total time: 31.7
There's a ringing endorsement!
Too bad we couldn't do more than fly in the pattern - it was very windy. Landings are progressively getting better. Perhaps even good?
Flight time: 0.8
Total time: 31.7
Tuesday, January 29, 2008
Back to Training
Today we found ourselves back in the routine of training. Steep turns are getting a little better - not quite to practical test standards but getting there. We practiced emergency procedures and concluded with some touch and gos.
Flight time: 1.6
Total time: 30.4
Flight time: 1.6
Total time: 30.4
Friday, January 25, 2008
Getting Around
To break the monotony of intense training, today we decided to fly to several local airports around the Phoenix area. This was a good experience to fly into different airports but also to get to know the Class B airspace that blankets the Phoenix area.
Our trip today went from Falcon Field to Williams Gateway to Chandler to Deer Valley to Scottsdale and back to Falcon (KFFZ->KIWA->KCHD->KDVT->KSDL->KFFZ). Incidentally, this was the first time that I had a passenger other than my flight instructor. Due to the abundance of mountains and ground heating, it is a little bumpy. My passenger didn't do real well in the back seat.
Fortunately he was able to keep his lunch down...
Flight time: 1.7
Total time: 29.3
Our trip today went from Falcon Field to Williams Gateway to Chandler to Deer Valley to Scottsdale and back to Falcon (KFFZ->KIWA->KCHD->KDVT->KSDL->KFFZ). Incidentally, this was the first time that I had a passenger other than my flight instructor. Due to the abundance of mountains and ground heating, it is a little bumpy. My passenger didn't do real well in the back seat.
Fortunately he was able to keep his lunch down...
Flight time: 1.7
Total time: 29.3
Wednesday, January 23, 2008
Landings, Landings, and More Landings
Today I was bound and determined to master langing the airplane well. Did 14 landings. Some good. Some not so good. Well worth the practice though.
Flight time: 1.8
Total time: 27.1
Flight time: 1.8
Total time: 27.1
Tuesday, January 22, 2008
Slip
Today, we practiced some simulated engine out procedures in the practice area and returned to the airport for some pattern work. We first practiced go arounds. This is a maneuver you would use if you were unable to make a safe landing.
Next came the slip. A slip is a means to loose a lot of altitude without gaining a lot of airspeed. Say, for instance, if you are way above the glide slope on final approach and needed to drop a bunch of altitude to make the runway, you could perform a slip. This is done by using full rudder and opposite aileron.
The first one that I tried was a little scary. The plane is definitely in an unusual attitude and it will drop like a rock. Recovering from a slip is an art form too. We practiced a few short approaches with slips and after two or three they become fun and sort of sporting. Good day of flying.
Landings seem to be getting softer too.
Flight time: 1.5
Total time: 25.3
Next came the slip. A slip is a means to loose a lot of altitude without gaining a lot of airspeed. Say, for instance, if you are way above the glide slope on final approach and needed to drop a bunch of altitude to make the runway, you could perform a slip. This is done by using full rudder and opposite aileron.
The first one that I tried was a little scary. The plane is definitely in an unusual attitude and it will drop like a rock. Recovering from a slip is an art form too. We practiced a few short approaches with slips and after two or three they become fun and sort of sporting. Good day of flying.
Landings seem to be getting softer too.
Flight time: 1.5
Total time: 25.3
Monday, January 21, 2008
TAP - Look out!
Ground reference maneuvers are what we started with today. We did turns around a point. The objective here is to fly a circle around an object while trying to maintain the same lateral and vertical distance from that point the entire time.
Not overly challenging but requires some practice. Also, after a near head-on collision in the practice area, we decided to talk about and practice collision avoidance maneuvers in the practice area today.
It was a little shaky there for a little bit. All is well and it was still a good day!
Flight time: 1.6
Total time: 23.8
Not overly challenging but requires some practice. Also, after a near head-on collision in the practice area, we decided to talk about and practice collision avoidance maneuvers in the practice area today.
It was a little shaky there for a little bit. All is well and it was still a good day!
Flight time: 1.6
Total time: 23.8
Friday, January 18, 2008
More Work
As I mentioned on my last post, that flight was most demanding mentally and physically. Today was the same. We did more emergency procedures including the power off 180 to a landing at the airport. May have had an "Ah ha" moment as it relates to landings...
There was a stiff crosswind today too. Thus we learned and practiced cross wind landings. For a guy with marginal landings at best, this added adventure was ill timed. It was fun; but, it didn't yield the results I was looking for. I'm exhausted.
One more thing, the value of good checklists was made very apparent today. Especially for emergency procedures. Most of them you should memorize; however, who's to say exactly how composed you will be when faced with a real emergency. Having a good checklist on your kneeboard is essential.
Flight time: 1.5
Total time: 22.2
There was a stiff crosswind today too. Thus we learned and practiced cross wind landings. For a guy with marginal landings at best, this added adventure was ill timed. It was fun; but, it didn't yield the results I was looking for. I'm exhausted.
One more thing, the value of good checklists was made very apparent today. Especially for emergency procedures. Most of them you should memorize; however, who's to say exactly how composed you will be when faced with a real emergency. Having a good checklist on your kneeboard is essential.
Flight time: 1.5
Total time: 22.2
Wednesday, January 16, 2008
News Flash!!!
Today I'm back with my normal - and I use that term loosely - instructor, RC. I also got an invoice for $800.00 from the flight school. What? AN INVOICE FOR $800.00? Apparently, to fly the Cirrus - in addition to the $130.00 per hour rental rate - you have to join the Cirrus club for a $500.00 entry fee and pay $300.00 per month membership dues.
I don't know about you, but I have 3 children in Catholic School and plenty of other homes for my discretionary income. This is definitely not going to work... Back to the Piper Archer for me! Let me tell you there is a very compelling difference between the two planes. It pains me to go back into the Archer because the Cirrus is just so damn nice to fly. Finances trump emotions...
Back in the Archer, I was a bit downtrodden (a little plane envy) and explaining to RC that SA said my landings were perfect when we flew together. Then, to boost my confidence, RC explained, "That's because you don't have to actually FLY the Cirrus - it will practically land itself." Real nice...
So on that note up we went to the practice area. Today we were working on emergency procedures. Simulated engine out, alternator failure, engine fire, communications failures, etc. Very taxing mentally and physically.
Oh and my landings were marginal at best...
Flight time: 1.4
Total time: 20.7
I don't know about you, but I have 3 children in Catholic School and plenty of other homes for my discretionary income. This is definitely not going to work... Back to the Piper Archer for me! Let me tell you there is a very compelling difference between the two planes. It pains me to go back into the Archer because the Cirrus is just so damn nice to fly. Finances trump emotions...
Back in the Archer, I was a bit downtrodden (a little plane envy) and explaining to RC that SA said my landings were perfect when we flew together. Then, to boost my confidence, RC explained, "That's because you don't have to actually FLY the Cirrus - it will practically land itself." Real nice...
So on that note up we went to the practice area. Today we were working on emergency procedures. Simulated engine out, alternator failure, engine fire, communications failures, etc. Very taxing mentally and physically.
Oh and my landings were marginal at best...
Flight time: 1.4
Total time: 20.7
Tuesday, January 15, 2008
Busy Day in The Cirrus!
Today I was again flying with the fill-in instructor. Basically he wanted to go through all of the maneuvers I had done in the Piper to see if I was proficient in the Cirrus. This included Pre and post flight operations, taxiing, normal takeoff and landing, short and soft field takeoff and landing, steep turns, power on and power off stalls, slow flight, and traffic pattern. The plane is so much easier to fly that is difficult to compare it to the Piper!
CFI "SA" said that I am doing really well. I'm happy. He's happy. Good day!
Flight time: 1.6
Total time: 19.3
CFI "SA" said that I am doing really well. I'm happy. He's happy. Good day!
Flight time: 1.6
Total time: 19.3
Thursday, January 10, 2008
Cirrus!
A few lessons ago, my CFI, RC told me that I should fly with another instructor to see if he can offer any insight that would help make my landings better. One problem one of the Archers was flying and the other was having a 100 hour inspection. I got moved to a Cirrus SR20.
Whoa! This is quite a step up! Avidyne glass cockpit the interior smells like leather AND there are cup holders! It just doesn't get any better than this. Also it has a constant speed propeller and 200HP - plus a lot of other cool stuff.
From the very first push of the throttle lever this flight was different yet exciting. The Pipers I have been flying have a typical control wheel in the center of the instrument panel. The Cirrus has a "joystick thing" infront of the left armrest that you fly with your left hand.
Funny thing is that though you have two big screens with flight instruments (PFD) and engine instruments (MFD) right there in front of you, my scan went from the steam guages to the navigation on the GNS430s. Old habits...
Incredibly great plane and the new CFI said that I landed well. Great day of flying!
Flight time: 1.7
Total time: 17.7
Whoa! This is quite a step up! Avidyne glass cockpit the interior smells like leather AND there are cup holders! It just doesn't get any better than this. Also it has a constant speed propeller and 200HP - plus a lot of other cool stuff.
From the very first push of the throttle lever this flight was different yet exciting. The Pipers I have been flying have a typical control wheel in the center of the instrument panel. The Cirrus has a "joystick thing" infront of the left armrest that you fly with your left hand.
Funny thing is that though you have two big screens with flight instruments (PFD) and engine instruments (MFD) right there in front of you, my scan went from the steam guages to the navigation on the GNS430s. Old habits...
Incredibly great plane and the new CFI said that I landed well. Great day of flying!
Flight time: 1.7
Total time: 17.7
Wednesday, January 9, 2008
Short and Soft Field Takeoff and Landings
Trying something new today (including a better attitude). Short and soft field operations are divided into to areas - takeoff and landings. Since my normal landings are marginal at best, the added component of short and soft field landings should be interesting!
First soft field takeoff. Intended to simulate taking off on a grass strip in the Australian outback or something... Higher rate of taxi from the taxiway to the runway. Keeping as much back pressure as possible to keep the nose gear as light as possible. Not to difficult and RC, my CFI, said that I did well.
First soft field landing. Land as flat as possible and keep the nose gear off the runway surface until the speed bleeds off. Didn't do real well. Since my landings are so stellar to begin with... Go figure...
First short field takeoff. These are fun. Line up on the runway, brakes on, full power, release breaks and rocket down the runway and rotate in seconds. Well, in a 180HP Piper it doesn't actually turn out that dramatic. Looks good on paper though. I'm told that this is a little more fun when the instructor isn't in the plane with you. Also a turbojet would be nice too.
First short field landing. Line up on the runway and then it's a little like playing pool. You actually have to call your touchdown point and land within 200 feet of the point you pick out. My touchdown point is the runway numbers. I cut the power just over the fence to the airport and guess what? I came down (hard) on the numbers. Full breaking and take the first exit off the runway. Now that's a good time!
Overall I got a C- for the day. C-, my ass, for the first time doing this, I'm bumping it up to a B-.
Flight time: 1.5
Total time: 16.0
First soft field takeoff. Intended to simulate taking off on a grass strip in the Australian outback or something... Higher rate of taxi from the taxiway to the runway. Keeping as much back pressure as possible to keep the nose gear as light as possible. Not to difficult and RC, my CFI, said that I did well.
First soft field landing. Land as flat as possible and keep the nose gear off the runway surface until the speed bleeds off. Didn't do real well. Since my landings are so stellar to begin with... Go figure...
First short field takeoff. These are fun. Line up on the runway, brakes on, full power, release breaks and rocket down the runway and rotate in seconds. Well, in a 180HP Piper it doesn't actually turn out that dramatic. Looks good on paper though. I'm told that this is a little more fun when the instructor isn't in the plane with you. Also a turbojet would be nice too.
First short field landing. Line up on the runway and then it's a little like playing pool. You actually have to call your touchdown point and land within 200 feet of the point you pick out. My touchdown point is the runway numbers. I cut the power just over the fence to the airport and guess what? I came down (hard) on the numbers. Full breaking and take the first exit off the runway. Now that's a good time!
Overall I got a C- for the day. C-, my ass, for the first time doing this, I'm bumping it up to a B-.
Flight time: 1.5
Total time: 16.0
Tuesday, January 8, 2008
More Practice
Practice area. Steep turns suck. Touch and gos are marginal. Slow flight is OK. Traffic pattern work is good. Stalls are OK. Radio operations are better.
Attitude today: Grouchy
Flight time: 1.3
Total time: 14.5
Attitude today: Grouchy
Flight time: 1.3
Total time: 14.5
Friday, January 4, 2008
Say What?
Well, the argument can now be made that I can safely fly an airplane. Landing is another issue - but I'm reasonably certain I can get it on the ground - on a runway - without causing injury or property damage. Today was the day that I began to make all of the radio calls.
In all actuality, making radio calls is a little daunting at first. The bottom line is that those guys and gals "up there" in the tower simply want to know three things: 1) Who are you? 2) Where are you? 3) What do you want? Additionally, when they say something to you, they want you to acknowledge that you hear them - often by repeating instructions back. To me, this part of radio communications was fairly simple.
Communication implies that there is a sender and a receiver. Those roles are not static. In other words, one has to both send and receive communications whether you're flying the airplane or parked in the tower cab.
Until now, I have been simply focused on flying the plane. Today, up in the practice area, we would be working on a maneuver and my instructor would say, "Do you see him?" "Do I see whom?" "The last call over the Rio Verde Community?" "Oh, I didn't hear it." "Last call over Rio Verde Community, please repeat..."
Or back at the airport I would hear a terse controller say, "Cherokee 4 1 8 2 Lima, cross midfield at 2700 and enter left downwind for runway 22 left, report abeam tower - PLEASE READ BACK ALL INSTRUCTIONS!" or "Cherokee 8 2 Lima, Falcon Tower, do you copy?"
Seeing a bit of a pattern here - not only do I have to fly the plane, but I actually have to listen too! There is a lot going on up there!
Flight time: 1.7
Total time: 13.2
In all actuality, making radio calls is a little daunting at first. The bottom line is that those guys and gals "up there" in the tower simply want to know three things: 1) Who are you? 2) Where are you? 3) What do you want? Additionally, when they say something to you, they want you to acknowledge that you hear them - often by repeating instructions back. To me, this part of radio communications was fairly simple.
Communication implies that there is a sender and a receiver. Those roles are not static. In other words, one has to both send and receive communications whether you're flying the airplane or parked in the tower cab.
Until now, I have been simply focused on flying the plane. Today, up in the practice area, we would be working on a maneuver and my instructor would say, "Do you see him?" "Do I see whom?" "The last call over the Rio Verde Community?" "Oh, I didn't hear it." "Last call over Rio Verde Community, please repeat..."
Or back at the airport I would hear a terse controller say, "Cherokee 4 1 8 2 Lima, cross midfield at 2700 and enter left downwind for runway 22 left, report abeam tower - PLEASE READ BACK ALL INSTRUCTIONS!" or "Cherokee 8 2 Lima, Falcon Tower, do you copy?"
Seeing a bit of a pattern here - not only do I have to fly the plane, but I actually have to listen too! There is a lot going on up there!
Flight time: 1.7
Total time: 13.2
Thursday, January 3, 2008
New Year's Resolution
It's 2008. My resolution is to become a pilot. Not a student pilot but the real deal. So with this resolve which, quite frankly, is no different than the resolve I had the last time I flew, I head to the airport for some more flying.
Today I learned a practical lesson from pre-flight. We had a huge storm yesterday (in Arizona that means that we had about a quarter of an inch of rain) and I noticed a little water in the fuel samples that I sumped (drained) from the plane. Once we were sure there was no more water in the fuel system, we finished pre-flight and headed out to the practice area.
We practiced slow flight and a few other maneuvers then went back to the airport to practice traffic pattern work and normal approach to landings. Today, however, rather than touch and goes, we performed full stop and taxi back landings. RC wanted to see if I landed the plane differently (softer) when we did full stops rather than touch and gos. Can't honestly say that we validated that hypothesis. I think that he is beginning to get a little frustrated (as am I). He suggested that I schedule a lesson with another CFI to see if they can provide any insight.
Meanwhile, I have been surfing the net and reading every article I find on landing airplanes. The articles describing someone's crappy landings really make me feel better - mine aren't that bad! I mean, I haven't actually damaged an airplane on landing (at least I don't think so).
Best remedy? More practice.
Flight time: 1.8
Total time: 11.5
Today I learned a practical lesson from pre-flight. We had a huge storm yesterday (in Arizona that means that we had about a quarter of an inch of rain) and I noticed a little water in the fuel samples that I sumped (drained) from the plane. Once we were sure there was no more water in the fuel system, we finished pre-flight and headed out to the practice area.
We practiced slow flight and a few other maneuvers then went back to the airport to practice traffic pattern work and normal approach to landings. Today, however, rather than touch and goes, we performed full stop and taxi back landings. RC wanted to see if I landed the plane differently (softer) when we did full stops rather than touch and gos. Can't honestly say that we validated that hypothesis. I think that he is beginning to get a little frustrated (as am I). He suggested that I schedule a lesson with another CFI to see if they can provide any insight.
Meanwhile, I have been surfing the net and reading every article I find on landing airplanes. The articles describing someone's crappy landings really make me feel better - mine aren't that bad! I mean, I haven't actually damaged an airplane on landing (at least I don't think so).
Best remedy? More practice.
Flight time: 1.8
Total time: 11.5
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