P-Flyer - Severe Clear

100 Hours!

2008-12-07T20:43:00.000-08:00

Today, a friend and I flew to Ryan Field (KRYN) in Tucson for breakfast. The flying was great. One thing that was significant about my flight was that I now have over 100 hours as a pilot. Since I started flying last December, I have accumulated over 100 flight hours. I really don’t think there is any significance to this fact other than it was sort of a personal milestone. In my honest opinion, I’m always going to be a “low-time” pilot because there will always be people with more hours.

There was a low pressure system coming in from California and there were high cirrus clouds at FL250 but visibility was greater than 10 miles and winds were light and variable. The air was smooth and the temperature was right around 60 degrees at altitude. Not much to note about the flight except that my friend with whom I flew was also a pilot.

There is something funny about flying with other pilots – other than flying with a CFI or DPE, flying with pilot in your right seat is always nerve-racking. It probably keeps me on my toes to an extent; but, I feel like all of my actions are being scrutinized. Unfortunately for my fragile ego, there is no VASI or PAPI on RWY 6L at KRYN - my approach was high and subsequent arrival (not necessarily a landing) was firm (at least, that was the excuse I made for the arrival). My pilot passenger was politely quiet as we taxied to the restaurant.

I know that the times when I’ve ridden shotgun in some of my friends’ planes I compare their actions to my own –whether it’s the way they pre-flight, run-up, when they put the flaps in, how wide they fly in the pattern, their radio technique, etc. Maybe it’s a case of, “what goes around, comes around.” Maybe it’s paranoid. Anyhow, it doesn’t detract from the experience of flying. Lest I forget that there are few people in this great country who have earned the privilege of being a pilot.

Wisdom from a 100-hour pilot.

Flight time: 2.0

Total time: 101.6

Wind!

2008-11-21T19:06:00.000-08:00

Today was going to be a $100.00 omelet flight up to Lake Havasu City (KHII) and back. A couple of things happened to change my plans. First, my right seat cancelled on me late yesterday; citing some lame excuse of parental responsibility. He had to drive his son to school… That was OK, and since the “flying for fun” objective was altered somewhat, I gave my CFI, Scott, a call to see if he wanted to fly. Fortunately he did. Don’t get me wrong – I like Scott. It’s still fun flying with Scott – hell, it’s fun flying with anyone. The problem with flying with Scott (or practically any other good CFI) is that the flights take on purpose in addition to fun. I was sort of on the fence as to whether I wanted to fly for a purpose; however, at $50.00 per hour, it’s prudent.

This brings me to the second reason for the change in plans. Weather. More specifically, wind. I called flight services and the briefing was grim. Winds were 20kts gusting to 30kts in KHII. Not a good idea to try and land in those winds… Also, the winds were not favoring any of my other regular destinations with good restaurants. So the decision was made to make this an IFR training flight.

I began pre-flight while Scott ran into the office to get some approach plates. We took off from RWY 4R and turned southeast. While heading towards Casa Grande (KCGZ), we loaded the VOR approach for RWY 5 at KCGZ. I learned some pretty cool tricks on the Garmin GNS430 today and I’m grateful that Scott is one of those instructors who is really patient while I try to figure things out. Furthermore, that GNS430 coupled with a really good HSI is the next best thing to flying a glass cockpit. Now, we live in a desert. Deserts have a lot of sand. When sand becomes airborne, it affects visibility. I would classify the visibility at some points during our flight today as very marginal VFR. As we were on a three mile final into KCGZ, our crab angle essentially had us flying sideways. It was really cool! We declared a missed approach and flew to the Stanfield VOR (TFD). We entered a hold at TFD and set up for the GPS approach to RWY 23. We went missed and headed east to Coolidge (P08) and did an ILS approach for RWY 5 and finally a VOR approach for RWY 23.

There are a lot of things going on in an approach and I can see why there is a currency requirement for IFR pilots. We talked about and performed the 5Ts:

T turn to proper heading

T time hold or approach

T twist OBS knob to inbound course

T throttle adjustments, as required

T talk - procedure turn inbound, entering the hold, etc.

Plus you have to know what altitude and heading you need to fly as you cross each fix. Not to mention that you can conceivably be doing all of this in IMC. Fun stuff!

After we determined that it was clearly too windy to land anywhere, I donned my JeppShades and we practiced flying vectors and altitudes with climbing and descending turns. We did some unusual attitude recoveries and triangulated our position using VORs. After about an hour of simulated instrument flying, we headed back home to Falcon Field (KFFZ). Winds at KFFZ were 040 09kts gusting to 15 kts – right down the runway. We did three touch-and-gos and then called it a day.

All in all, it was a great day of flying. I learned a lot and I like flying in choppy air. My next IFR lesson is scheduled for next Friday.

Flight time: 2.4 hours

Total time: 99.6

Texas – Ya’lls State Sure Is Flat…

2008-11-04T19:26:00.000-08:00

OK, so I’m not that excited about Texas. Can’t stand the Cowboys. I will say this, the people here are friendly and though they’re a little hard to understand sometimes, they seem to make up for it in hospitality. I’m here on business. Again. When I was here last month, I was constantly reminded that my hotel room was a half of a mile from the end of runway 15 at Addison (KADS). A lot of people would get sick and tired listening to planes climb-out all day (and most of the night). Not me. It only makes me want to fly…

Last month when I was here for a week, I did a little reconnaissance work. Scouted out the FBOs, flight schools, and aircraft rental companies. I actually reserved a plane on my last trip but the check-airman (I’ll get to that in a minute) cancelled on me at the last minute. Apparently he forgot that he was supposed to have dinner with his dad. This time around, I called a different company and my experience was totally different.

After exchanging a few e-mails with Ron, at Lone Star Flyers, he put me in touch with a great guy named Derek. I was talking to Derek because 95% of my piloting time is in a Piper. Nobody in Addison rents Pipers (singles anyhow). Therefore, I had to get checked out in a C172. I explained to Derek that I wanted to spend some time flying and get checked out in the 172. He asked me a lot of questions about my flying experience and e-mailed a lot of information to me regarding airport operations at KADS and the V-speeds associated with the Cessna 172. After about 5 e-mail exchanges, we scheduled an airplane for November 4th.

Today I spent the entire day in a conference room talking about ERP systems (JD Edwards). Now, I’m not an IT guy and I certainly don’t relish 8 hours in a room where I am struggling to understand what is being said (even though they are all speaking English). By 5:00, I was really itching to be “wheels up” somewhere over Texas.

When I arrived at the airport, I was immediately greeted by a friendly guy. I told him that I was looking for someone named Derek. He simply grinned and said, “You found him.” We spent about 10 minutes talking and planning the flight. We were standing over a sectional talking about where we were about to go and he says, “On the outbound leg, we’ll fly over the top of Love Field and DFW, then head southwest to Granbury…” Wait a minute, not only is that flying into Class B airspace, but it is going to take us right on top of DFW! I reminded him that this would be VFR. He simply said, “So?” I explained that you have to have clearance and that they don’t hand that out like Halloween candy. He just looked at me and said, “Why not?”

Let me tell you, where I’m from, as a general rule of thumb, they just don’t clear any VFR traffic into the Class B airspace. Most VFR pilots I know, don’t even ask! This concept was beyond him… I was amazed. Anyhow, we went out to the plane and began our pre-flight. Big differences between the Piper and the Cessna: 1) 13 fuel sumps (Piper has 3); 2) Climbing the wing strut to visual the fuel quantity; 3) Field of view through the windscreen is exceptional. After our walk around, we started the engine and radioed ground for taxi clearance and indicated our destination and requested VFR flight following. We were given clearance to taxi to runway 15. Winds 150 at 17kts., gusts 22kts. – yeah that was windy but it was coming right down the runway.

As we were taxiing, we were given departure instructions and a transponder code. We did a run-up and were cleared for takeoff. Shortly after we were airborne, about 1000 ft AGL, we were handed off to DFW Approach. Then in a cheerful voice, the controller cleared us into Class B airspace! He told us to cross Love Field at 2,500 and fly an assigned heading… I was simply amazed. Every time we were handed off, we were met with friendly and enthusiastic controllers! Coming out of Phoenix, this was shocking. For the most part, Phoenix Approach is friendly, but they really don’t have the time to deal with VFR aircraft. This was awesome. It felt great to be in the air and flying a new aircraft wasn’t nearly as much of a challenge as I had anticipated.

The Cessna flies very well – maybe that’s why there are tens of thousands of these planes buzzing around. We flew to Granbury. Landed – full-stop. Taxied back and took off VFR to Mesquite. Mesquite is a non-towered airport about 20 miles south of KADS. We did some slow flight, stalls, steep turns, and finally 3 landings so that I could get my night currency back. After Mesquite, we flew back to KADS and packed it in for the night.

So, in the title of this post, I mentioned that Texas is flat. That is the understatement of the century – especially when all of my flying has been in or around mountainous terrain. The Dallas sectional has only one color for the topographical depiction – green. The highest terrain depicted on the sectional chart is 1400 feet! This is great – except at night. Due to the flat terrain, there are more communication towers and antennae per square mile than anywhere else in the world. These towers don’t typically interfere with flight (except perhaps Cedar Hill); but, at night, when you are trying to spot traffic, you literally see thousands of flashing white and red lights on all of these towers and antennae. It is hard to spot traffic among all of the flashing lights. Like anything else, I suppose you would get used to it in due time.

All in all, my experience was fantastic. Great people, great plane, excellent controllers, smooth air and 30 miles of visibility. Oh yeah, you’re probably wondering how were your landings? New plane be damned, I greased ‘em. Pert’ near perfect ya’ll.

Flight time: 2.1

Total time: 97.2

Watch the right seat!

2008-10-10T23:49:00.000-07:00

Today I was hoping to take advantage of some cooler weather to get up and do some flying. I was particularly excited to fly since it has been a few weeks and I also had the chance to make good on a promise to take a good friend up for a ride.

My friend, who shall remain nameless, has had the fortune of a privileged upbringing. His family has property in several states and he has flown extensively throughout the country on heavy metal, his father’s Challenger business jet, some twins and a lowly old single engine Pilatus… Pretty nice resume if I don’t say so myself. What he did disclose to me was that he had never had the chance to ride shotgun.

I am happy to oblige!

During my pre-flight brief, I was very clear about the do’s and don’ts and even a few what if’s. He listened intently and seemed eager to be under way. Since the Piper has only one way in and out – the door on the right side of the aircraft, we went through a couple of latch and unlatch the door routines so that he was thoroughly comfortable operating the door. I always tell my right seat passengers that the most important thing they need to do in an unplanned landing is to listen to my instructions and operate the door! Furthermore, failure to do so will result in footprints on their back as I exit the aircraft ahead of them…

With a clear understanding of all of the non-flying responsibilities, we were ready to take off. This was my favorite kind of flight. My passenger had a genuine interest in aviation and he was asking questions as fast as I could answer them. I let him have the terminal area chart and he was trying to keep track of where we were. I even unloaded the chore of keeping us out of the Class Bravo airspace. He was doing a great job! Asking me our altitude, and to verify our position on the chart was keeping him involved in and excited about our flight.

We were flying north of Falcon Field and over Fountain Hills, Rio Verde, Canyon Lake, and Scottsdale. Since it was still in the mid 90’s on the ground and we were flying around mountainous terrain, the ride wasn’t as smooth as it would be in cooler weather. Not to mention that a cold front was passing through and the winds were in the 10-20kt range. After about a half hour, I sensed that his enthusiasm was waning and I asked if he had enough for one day. His response was an unenthusiastic, “Whatever you want to do is fine with me.” I decided to head in so as not to ruin his first impression of flying a GA plane (in the right seat no less).

There was virtually no traffic in the pattern so we were cleared for a 3 mile right base on runway 22L. I was flying at pattern altitude when I reported my 3 mile right base for runway 22L - right in the foothills of the Superstition Mountains. Needless to say, at high noon, high temperature, and moderate wind, it wasn’t the most calm approach. Then I was asked to widen my base leg 20 degrees to the left to give way to some traffic on runway 22R. That being said, I ended up flying a two mile final.

As we lined up on the centerline, I began to explain the PAPI on the left side of the runway. My passenger seemed a little less interested than he was previously. I noticed that his posture had stiffened and he was staring intently at the runway numbers.

I put in the last notch of flaps and the plane pitched up a little (as is typical). He was visibly shaken by this sudden (albeit slight) pitching moment. I explained why it happened and he only managed a nod. Wind was about 12kts gusting to 16kts and it was a right quartering headwind. Thus we were coming in on a pretty good crab angle – almost 45 degrees. I tried to explain that this was a “normal” approach and we were at an angle due to the quartering headwind and he could rest assured that I would kick in the right amount of rudder to straighten us out before we touched down.

By now he was visibly nervous and I was beginning to feel sorry for him and somehow responsible for him not enjoying this flight. The weather wasn’t bad and I’m sure that an approach in his father’s Challenger would look significantly different. I tried to explain that the turbulence was easier to feel in my Piper because there was a lot less metal and it was easier for Mother Nature to push around than his father’s plane. As I passed over the threshold, I added in enough rudder to line us up nicely on the centerline.

Then we slipped nicely into ground effect and I knew that I was in for a nice landing. Flying a 2-mile final gives you plenty of time to set up a good approach… Apparently the sensation of flying in ground effect was not as pleasurable for my passenger. No sooner had I finished complimenting myself on a landing that I hadn’t yet made, he let out a, “Whoa,” and stomped on the rudder pedals as if to brace himself for a crash. Ordinarily, this wouldn’t have been too big of a deal; however, I did mention that we had a quartering headwind and we were quickly being blown off of the centerline and we were drifting over to the edge of the runway!
I yelled, “Get your feet off of the rudder pedals!” He looked at me with shock and horror and I repeated my command and this time I pointed down to his feet for clarification. He quickly pulled his feet back and I quickly let the tower know that we were going around.

My passenger began the process of apologizing profusely and I simply replied that it was OK. We went around and, much to my chagrin, I floated the landing and came down with a thump. I must admit that the whole experience had me a little shaken. I don’t really know what the lesson learned here would be. I was very thorough during my pre-flight and went over the do’s and don’ts explicitly telling him to not touch the yoke, pedals, or any of the instruments. Furthermore, for 99% of the flight, he obliged. My only thought is that the next time I take a non-pilot up in the right seat, I will use this story as an example of what can happen if my passenger fails to explicitly comply with my pre-flight brief!

Flight time: 0.7

Total time: 95.1

Still Hot!

2008-08-29T20:46:00.000-07:00

Man it's Hot. I didn't want a lot of time to pass between flying so I coaxed my self into the airplane today at 06:00. I mean, hey, it's only 91 degrees! I also must admit that a morbid curiosity brought me to the airport today. Last night, the greater Phoenix area had one of the most severe storms in history. In the 21 years that I have lived in Arizona, I have never been in a storm like it. Wind gusts were clocked at 75mph and I witnessed golf ball sized hail falling on my patio.

I did get a few droplets of water when I sumped the fuel tanks. There was only about 4 drops in each tank and I rocked the wings and waited awhile and checked again - nothing. Though I must admit that I was watching all of the engine instruments like a hawk during my taxi and run-up.

I was cleared to take off from runway 22L and given a right turn once I hit 2300 feet MSL (about 900 feet AGL). I headed north up through Fountain Hills, Rio Verde, and then westerly toward, Cave Creek, Carefree, and North Scottsdale. All of the typically dry washes were running and I observed toppled trees. I didn't see any damage that was incredibly extensive (thankfully).

I didn't have enough time to actually go anywhere exciting; however, it felt good to be in the air and simply flying. I did notice that my radio transmissions were not as sharp as they usually are (I'm sure much to the chagrin of the folks in the tower). I decided to head back for some touch and goes to get some landing practice in.

I radioed the tower from about 9 miles to the north. I was told to contact the other tower frequency and to enter a 5 mile right base for runway 22R. There was only one other plane and one helicopter in the pattern. I was cleared for touch and go and then for right traffic on runway 22R. I made 4 touch and gos and quite honestly they were rather good! I worked really hard on flying a tight pattern and managing my speed on downwind, base, and final. For my final landing (which was a full stop) they were kind enough to clear me for a right base for runway 22L. This is really cool because to get to the FBO where I park I would have needed a long taxi and I would have had to cross the primary active runway which can mean a lot of waiting and fuel burn!

Much like my touch and gos, I greased the full stop landing and taxied in feeling pretty good about my flying for the day. I know that this post is not overly exciting; however, it was great to be back en the air and I was happy to see that my skills (flying skills anyhow) hadn't suffered to any great extend as a result of a 6 week hiatus!

Good times...

Flight time: 0.9

Total time: 94.4

IFR Lesson

2008-07-09T14:31:00.000-07:00

HOT!

KFFZ 091947Z 22006KT 40SM FEW100 BKN200 38/13 A2977

According to the METAR above the air temperature is nearly 101 degrees Fahrenheit according to the thermometer in plane (that had been sitting on the ramp), the OAT (outside air temperature) was pushing 128 degrees.

With the high temperatures, there was a lot of heat radiating off of the ground making for some moderate turbulence close to the ground. We began today’s lesson by intercepting and flying VOR radials. This was a refresher from our last flight. And even though it had been nearly three weeks, it all came back fairly easily. N4182L has a HSI and a CDI so it was good to practice this flying using both instruments.

We next started working on DME arcs. A DME arc is simply flying in a circle or an arc that keeps you a specific distance from the fix. We were flying a 10 mile DME from the IWA VOR. Our flight path was curved so that we were always 10 miles from the VOR. The process to fly it was fairly straight forward and would have been a lot easier had the air been smooth. This is great practice for developing good scanning techniques too.

The flight today was a lot of fun but it started to get REAL hot! We called it a day and agreed to fly again soon. Next meeting would be for simulator training though.

Flying time: 1.2

Total time: 93.5

Texas Aerobatic Show

2008-07-08T08:59:00.000-07:00

Well, other than commercial, I have done no flying in the last week or two and I'm starting to get the itch. First, I have a gripe. We went to the airport last week and I dropped my wife, my three daughters, and our luggage at the curbside check-in. I left the luggage checking to them and I was off to park the car in the long-term parking and take the shuttle back to meet them at the gate. This process seems to yield the best results for us. Being the only male in my family offers a different perspective on packing... My "stuff" for a week of vacation fits into a duffel bag. The balance of the U-Haul needed to bring our luggage to the airport belongs to the estrogen faction in my family...

Neither here nor there... I parked, took the shuttle bus to the terminal, went through security and went directly to the gate printed on my boarding pass. Shame on me for not checking the screen! The gate changed and I had to huff it to the other side of the terminal and was one of the last people on my flight. My question is this: With all of the nickel and diming the airline is doing to us passengers, what's in it for us? Would printing the correct gate on my boarding pass be asking too much? Or is there an extra fee for that too????

Now that I got that off of my chest. We had an uneventful B737 flight to DFW for a 5-day trip at my sister-in-law's place. It was a great trip. On Saturday the 5th, there was a ho-down at the local country club (Pecan Plantation) and guests were treated to an aerobatic demonstration by someone flying what looked like a super cub. It's only a guess though. The flying was spectacular. Plus there were scattered clouds at 5,000 and a beautiful sunset for a backdrop.

The development of Pecan Plantation has a private airstrip and looking around the crowd, it was easy to spot the pilots in the crowd. We were the folks with our heads fixed on the sky for about a half hour. It was a geat show and we were treated to good ol' southern hospitality for our entire stay.

Plus I should mention that I was pleased that flying US Airways, we were treated to rides on B737-300s. All of the press releases I read these days are about US Airways purchasing more and more Airbus A3XX aircraft. I'm partial to the Made in America Boeing products myself...

On another note I got my official Pilot Certificat in the mail today. Exactly 77 days after being issued a temporary certificate. Now I have a piece of plastic with Orville and Wilbur Wright on the back. It feels cool in my wallet. In case you're wondering, we (my CFI, DPE, and I) used IACRA. From talking to people and reading about other experiences, it doesn't seem to be any faster than the old paper process.

I hope to be in the air tomorrow. I'll post on that experience tomorrow.

No Fly (See 6/26 Post)

2008-06-27T07:17:00.000-07:00

Still waiting for a fuel pump. REALLY, REALLY wish I was flying... Stay tuned... Next scheduled flight: July, 2.

No Fuel Pump = No Fly

2008-06-26T09:08:00.000-07:00

Today’s fight was cancelled due to lack of plane… The plane was in for a 100 hour inspection and it was found that the fuel pump was INOP. It was the electric pump – not the engine-driven pump. I’m glad that they fount that problem during the inspection rather than when I was on short final needing to do a go-around.

Scott and I instead spent a couple of hours doing ground instruction and hangar flying. Mostly the latter. He presented a few mnemonics for me to learn. Aviation is full of these and I probably wouldn't have passed the written or oral for my Private Pilot without them…

mne·mon·ic (neh-MAHN-ik)

adj.
Relating to, assisting, or intended to assist the memory.
n.
A device, such as a formula or rhyme, used as an aid in remembering.

TTTTT – Crossing a Fix/Approach

T turn to proper heading
T time hold or approach
T twist OBS knob to inbound course
T throttle adjustments, as required
T talk - procedure turn inbound, entering the hold, etc.

WIRETAP – Near Destination

W Weather (AWOS, ATIS, ASOS, etc.)
I instruments set
R radios tuned
E elevation (check final approach fix altitude)
T talk to ATC
A altitudes for decision height or minimum descent altitude
P procedure for missed approach

Another that I shouldn’t publish – it is a family blog.

We talked about the three different entries into a hold: Parallel, Direct, and Teardrop. This is what we were going to fly today – VOR intercepts, holds, and approaches. I am supposed to fly tomorrow so I can practice these procedures without the hood (JeppShades). It was a good lesson in ground. Scott has a good teaching style so that it is easy to understand the information he is presenting. He also does a good job relating the information to material in the book and the FAR/AIM.

All in all, a good day. I just wish I was flying…

IR Lesson and the Garmin

2008-06-18T10:30:00.002-07:00

My flight today was great. I have been looking forward to this flight for days since my last flight was cancelled due to aircraft maintenance. Other than being a little on the warm side (90 degrees at 6:30AM), the air was smooth and visibility was 20 plus miles. Not that visibility mattered much it was IFR training…

181547Z VRB05KT 30SM SKC 35/10 A2992

Scott and I spent about ½ hour going over some ground school stuff before heading out to the plane. We took off from runway 22L and headed south. We began with some constant rate climbs, turns to headings and standard rate turns. After that, we began tracing the Williams Gateway or “WILLIE” VOR (IWA). A lot of this was review from my Private Pilot training but there was a very compelling difference – the Garmin GNS 430 is far more complex and capable than I had known.

As a VFR pilot I was used to following a purple line to my destination. When using the GPS and CDI (Course Deviation Indicator) it is a lot more accurate than following the purple line on the moving map! Additionally, when flying VFR, I only used a fraction of the capabilities of the Garmin. Typically I would use the “nearest” function to find nearby airports or I could look up local airport frequencies if I didn’t have them in front of me. Today I learned so much more about functions of the Garmin GPS unit I was nearly overwhelmed. It is a lot to learn and retain. You can track and locate VORs, Airports, NDBs, Intersections, and a lot more. While using a VOR to fly to and using multiple VORs to triangulate position was a lot of review from my Private Pilot training, today was much more in-depth.

After tracking the Stanfield VOR (TFD), we used that to locate Eloy airport (E60). This is a small uncontrolled airport with a lot of jumping activity. We did a touch and go after a nasty exchange with one of the jump pilots. It seemed like this jump pilot had a bit of an attitude. As if we were an imposition to her traffic pattern! Oh well, it won’t be the last time… The jump pilots at Pinal (MZJ) are really great and work with other aircraft when jumping activity is in process.

Upon departing Eloy (thankfully), we flew to the Stanfield VOR and then turned to the Phoenix VOR (PXR). We flew toward PXR and switched to GPS tracking to Chandler. We flew over their Class Delta airspace and flew GPS to Falcon Field for a landing – not a bad one either. Great time!

It was a fun lesson. Also, being able to appreciate a well equipped airplane is something that I am quickly learning to do!

Flight time: 1.5

Total Time: 92.3

No Flying Today...

2008-06-10T10:34:00.000-07:00

Today was my first "official" instrument lesson. After acquiring all of the stuff I needed for my Private, I had to do a little additional shopping today. My CFI uses the ASA Syllabus and Book.

To date, as I embark on my IFR training, I have invested:

The Pilot's Manual: Instrument Rating Syllabus: $12.95

The Pilot's Manual: Instrument Flying: $41.95

Low Altitude IFR Chart: $4.90

JeppShades: $24.95

Gleim Instrument Test Prep Audio: $60.00

FAA Instrument Flying Handbook: $21.95

Compared to the initial purchase of nearly $1000.00, this was a little easier to stomach!

The airplane that we were going to fly today had an alternator failure and is in maintenance so it looks like today we will only do some ground work. We are working our of the ASA syllabus and it is nicely planned and will work well for our training. The first section - or stage - is mostly review of some of the principles that were learned in the private pilot lessons. A little more in-depth but still a lot of review.

We began with a review of the instruments (the six pack + engine instruments) and had some discussion about how they work. We did a quick review of the pitot-static system. He described various types of instrument scans and then we moved right into VOR, DME, NDB, GPS, and Loran discussions/training.

For next week, he has given me a boat-load of reading in the text and AIM. It is exciting and interesting reading at least (that's the engineer in me coming out). I am looking forward to getting back up in the air though!

By the way, I am still waiting for the Arrow to come out of maintenance so that I can wrap up my complex aircraft endorsement.

On a better note...

2008-06-04T15:01:00.001-07:00

On a positive note, I have my first IFR lesson scheduled on Tuesday morning with a new instructor. I really liked my old instructor for my private but it seemed that he had a lot of outside interests and our schedules were hard to synchronize. We more often flew when he could fly rather than flying when I wanted to fly. I figure that if I’m paying for something, I should get exactly what I want (or close to that). I have no ill will towards RC.

After all, he is a very big reason why enjoy the privileges of PP-ASEL today. I’m looking forward to Tuesday. I already own (and have begun to read) Jeppesen’s, “The Pilot’s Manual: Instrument Flying” and the Gleim CD study guide for Instrument Flying. I’m excited to get rolling towards IFR flying!

Head Case

2008-06-04T15:01:00.000-07:00

It’s funny how things work…

I had been itching to fly again since I landed last week. I was supposed to have my final checkout in the Arrow which would give me my complex aircraft endorsement this past Monday. Unfortunately, the A&P guys found something in the 100 hour inspection and they are “waiting on a part.” Oh well, I simply scheduled some time in an Archer for today and was planning a short cross country hop up to Payson (PAN) – I hear they have a really good restaurant up there.

I left home for the office at 06:30 and called Flight Services for a briefing on my way into the office. We had a cold front past through yesterday and last night and the net result would be a high of 90 degrees today. This is relatively cool for Arizona in June and I was hoping to take advantage of the lower than normal temperatures and density altitude.

According to the briefer, there was an AIRMET for moderate turbulence from the surface to FL160. Winds aloft were light and variable up to 6,000 and 290 at 12kts at 9000 feet. No convective activity. No PIREPS for anything. Other than the usual surface heating, I’m thinking that turbulence shouldn’t be an issue for my flight. The briefer agreed.

Got to the office at 07:00 and exchanged a few e-mails, talked to a couple of people, and printed my “trip kit” from the Jeppesen flight planning software. Pulled out of the office at 07:30 and headed out to the airport. As I began the 20 minute drive to the airport, I noticed that I was fairly distracted with some of the things going on at the office. Oh well, not to worry, flying should clear my head.

I arrived at the airport at 07:50 and couldn’t find the plane that I had reserved! A quick check in the office revealed that the plane I reserved, N287HP, was in for an annual inspection. They had kindly moved me to N4182L. No big deal – they’re identical planes. They have the same equipment and differ only in paint color. The electric trim is INOP in 82L and that was the only reason I reserverd 7HP instead of 82L.

I began my pre-flight and realized that the person who had flown before me forgot to order fuel. So now, I had to wait for the fuel truck. It was 08:25 before I yelled, “CLEAR PROP,” and started the engine. By this time, I had a few things from the office, the plane switch, and the irritation of waiting on fuel all swirling around in my head. None of these things are incredibly egregious but combined they are a distraction. Again, I defer to the supposition that the noise in my head will dissipate once I’m airborne.

I taxied to the run-up area. Usually we turn such that your prop wash is blown back into a grassy field next to the run-up area. Today there was a 152 doing a run-up on the taxiway. Fortunately there isn’t a lot of prop wash from a 152 but it is mildly irritating. I was finally cleared for takeoff (behind the 152). My DTK for PAN is 010* and we were leaving runway 04. The Cessna was supposed to turn right while I would essentially fly straight out and slightly to my left. I was catching up to him and he didn’t appear to be turning. I didn’t want to turn to my left because there is traffic off of runway 4L and I didn’t want to turn right because I assumed that the Cessna would eventually turn right. I was running out of options right when the tower instructed the Cessna to, “turn right immediately!” Thank you very much!

As I continue my climb out, I radio Phoenix approach and immediately know that my VFR request will be turned down just from the amount of traffic on the frequency. I ask anyway. They say, “Call back in 10 minutes…” I press on. Now I begin to realize that all of the crap I brought with me on this flight is still swimming around in my head and I am adding to it! I wasn’t enjoying myself at all. I wasn’t flying well and I was distracted. Time to head back.

I thought that flying would have a positive impact on all of the junk going on in my head. Instead all of the junk in my head was having a negative impact on my flying. Since I had all of this activity in my head, my gut jumped in and said, “Time to land.”

I was told to enter a wide right base for runway 4R. I was cleared to land right about the time they decided to switch to runway 22. I had just turned about a ¾ mile final and the controller cleared a Diamond for takeoff – no delay. When the Diamond asked for a repeat, I was already offsetting to the right for a go-around when the controller instructed me to do just that. She asked me to offset wide to the right, do a 360, and enter a mid field left downwind for runway 22L. Got to do a little extra flying anyhow.

I had about a 10kt crosswind on landing and floated a little. Nothing major and came back down right on the centerline. I tied up the plane and headed back to the office. I guess I had better take care of the stuff that was irritating me. I suppose that this is a lesson learned in that I made a good decision not to continue my flight; however, a better decision would have been to wait until I had a clear head before I attempt to enjoy the clear skies.

Flight time: 0.8

Total time: 90.8

Cross Country - CAVU

2008-05-28T11:37:00.000-07:00

Today I decided to spend a little time flying. The "good flying" days are about over for us folks in Phoenix. Especially those of us NOT flying high performance aircraft and aircraft without air conditioning. The heat is bad but the density altitude is worse.

I was going to head up to the tall cool pines in northern Arizona. Flagstaff (KFLG) was looking nice. Unfortunately, the field elevation is 7015 ft and the density altitude was already 8,500 (Strike 1). At max weight, 180 hp doesn't work real well unless you're OK with the 100 ft per minute climb on takeoff. Not to mention that the winds were gusting to 22 kts (Strike 2). Also the briefer at flight services said that the outlook was for moderate turbulence later in the day (Strike 3).

So? Down to Tombstone? Active MOA (Hit by a pitch). OK back to Ryan. At least the restaurant is good. The weather was pristine. I didn't feel even the slightest bump and the ceiling and visibility were unlimited. It was unusually clear today - I could see the field 30 miles out at 7,500 feet.

I was a little high and fast on my approach to runway 6L. Since there is no VASI or PAPI, I had to rely on my skill as a pilot - in this case, lack thereof... After the third or fourth porpoise, I cleared the active runway and taxied to the restaurant (while trying not to make eye contact with anyone or anything). Fortunately, the restaurant at Ryan Field does not have a view of the runway and I was able to shake off the shame and embarrassment on my way inside. I had the confident look of a seasoned ATP as I casually walked in and sat down. I even looked up at the sky and nodded my approval of the weather - how cheesy can you get?

Once again, I was treated to a first-rate breakfast prior to my return to Falcon Field. I left the restaurant and made amends to N4182L for the abusive landing (I think the plane and I are back on speaking terms - the runway is still pissed).

The flight back at 6,500 feet was perfect. Clear air the entire way (little bit of wake turbulence from a B737 on climb-out). Phoenix approach told me to stay clear of Gateway's (KIWA) class delta airspace. This was odd - I transition through it all of the time without as much as a complaint from them. Oh well, I don't mind the extra flying. About 10 miles south they terminated radar service and told me to contact Gateway tower for clearance to transition their class delta airspace. OK then.

Changed frequencies and tried to contact Falcon Tower for landing clearance. Falcon and Gateway's class delta airspace are adjacent to each other. Unfortunately Falcon tower was unusually busy and they denied me entry into their class delta and told me to call back in 5 minutes! Don't they realize who I am? Whatever ego-boy. Eventually they called me up and said to enter a left base for runway 22L. Seriously, in over 300 landings at KFFZ this has never happened to me before and I'm not taking anything at all away from the controllers there. They are the best. Since I was so far out (turned a 3 mile final), I had better make a good landing to redeem myself (and keep N4182L happy and in one piece).

I love the sound of the screech on a good landing! Wow! It was a great day of flying. One of those days where you are thinking to yourself, "Can we go again?"

Flight time: 2.1

Total time: 90.0

Mother Nature's Not Happy

2008-05-21T09:40:00.000-07:00

This has been the strangest week I have seen in the 20 years that I have lived in Arizona. Last Sunday, it was our first day over 100 (there are usually about 120 of those every year). Last Monday was our first day over 110. Today it was raining and windy and cold - 70 degrees (yeah, it's all relative).

Word for the day: AIRMET

Icing

Turbulence

Mountain Obscuration

Throw in a Convective SIGMET for good measure and it simply isn't a good day for the cross country flight I had planned... A friend of mine, who is also a pilot, and I decided to go up and see if NOAA and the National Weather Service were accurate in their reporting.

ATIS information at the airport reports winds at 15kts gusting to 20kts and a ceiling at 8,000 feet. We went up and flew in the local practice areas. We were in the southeast practice area and there was no turbulence and it was decent flying - at least 7 miles visibility. We went up to the northeast practice area near Fountain Hills and the ceiling was dropping like a rock. At 3,000 feet (about 1,500 feet AGL) visibility was quickly dropping too.

Time to head back. Wind check on final for 22L had sustained winds 150 at 17kts (which is the maximum crosswind component for the Archer). Other than drifting a little to the right of the center line, it was a great landing.

Too bad we couldn't fly more - we learn to treasure days when the temperature (and density altitude) is so low!

Flight time: 0.7

Total time: 87.9

Complex Aircraft 2nd Flight

2008-05-14T15:40:00.000-07:00

My second flight in the Arrow was a lot like my first. The biggest difference between the flight characteristics of the Archer and Arrow is with the larger engine and landing gear on the nose, the additional weight causes the Arrow to pitch down with no power. In other words the nose is a little heavy.

When landing, I'm used to cutting the power over the threashold and flying in ground effect just before my flare. With this plane, if you cut the power, it tends to pitch down - abruptly. So I have to work on keeping a little power in on final approach.

I should have one more flight and then get my endorsement.

Flight time: 1.2

Total time: 87.2

Complex Aircraft Endorsement

2008-05-09T15:40:00.001-07:00

A complex aircraft is defined as an aircraft having retractable landing gear and a controllable pitch propeller. I found a Piper Arrow that was renting for a decent rate and scheduled a flight with a CFI to begin the process of my complex endorsement.

Really you have two more levers - a landing gear lever and a propellor control lever. Since I have had some time in the Cirrus, I was familiar with manifold pressure and quickly adapted to the additional instrument.

The flight went really well. We spent about a half hour on the ground going through systems (landing gear is controlled by a hydraulic system) and the V speeds along with the manifold pressure and RPM settings that correspond to different stages of flight in the traffic pattern.

Flight time: 1.3

Total time: 84.4

More Cross Country - back to Ryan

2008-05-09T15:40:00.000-07:00

Today I wanted to go cross country. I wanted to head down to Tombstone but there was a fire in the area and I wanted to stay clear of the area... So I went back to Ryan for a quick hop. On the way back, I saw 2 F-16 fly across my windscreen at an incredibly high rate of speed! That was cool (Tucson Approach told me they were coming). They were far enough away that I never felt their wake turbulence but close enough to have some fun watching them scream by!

Flight time: 2.1

Total time: 84.7

Sedona

2008-05-02T15:40:00.000-07:00

Today my friend SP and I decided to fly up to Sedona for breakfast. Another beautiful flight to a beautiful airport. Great breakfast too. At about 10:00AM we needed to head back to the Valley of the Sun.

The automated weather briefing had a remark that the density altitude was 6,900 feet. Hmmm. That's pretty high. Didn't seem that warm out. The field elevation is just shy of 5,000. Well, if I can reach 70% of Vr halfway down the runway, we should be OK. Also try a short field takeoff. Full power, full brakes. RPMs are all the way up and release the brakes. Rolling. Slowly rolling. Thin air...

We used ALL of the runway and were maintaining 5,000 feet turning crosswind for a left downwind departure. Thank God the runway sits 500 feet above the town! It took a lot of time to climb up to 7500 feet for the trip home. If any new pilots are reading this and don't think density altitude and weight and balance are important, think again!

This wasn't a really close call but it is unnerving for a new pilot. Once we picked up some altitude, the flight was nice. It was good to get out of town for a couple of hours...

Flight time: 2.1

Total time: 82.6

Fly Because I Can

2008-04-29T09:05:00.000-07:00

Today I had a friend who wanted to go up for a quick flight. We went up for a quick flight in the local area. He was impressed with the experience and is considering getting his licence too.

Flight time: 0.8

Total time: 80.5

I'm a Pilot!

2008-04-24T09:05:00.000-07:00

Now that I'm a Pilot, I need to start building up some cross country time in preparation for my instrument rating. Today I decided that I would fly up to Sedona. I looked at the weather and it was looking pretty windy up there so I decided to head South down to Ryan Field.

This was a very different flight. I had no maneuvers to practice. Nothing to remember for my oral exam. The only thing I had to do was safely fly the plane to Ryan Field and get some breakfast!

Besides my first flight, this was the best flight ever. This flight had no purpose other than for me to do something I actually love. Fly. I actually noticed some of the landscape around me. Took in the 50 mile visibility and cleared my head! What a great flight!

Since I had not been the the restaurant at Ryan, I asked the ground controller for a progressive to the restaurant. He told me that would be easy - just follow the blue line. Next to the yellow center line on the taxiway, there is a blue line too. Apparently the blue like takes you right to the restaurant! I like that plan! Had an egg sandwich and the best home fries ever!

Got back in the plane and flew back to Mesa. I was having so much fun that I felt like the time passed too quickly. It was a great day!

Flight time: 2.2

Total time: 78.1

Checkride

2008-04-22T09:40:00.000-07:00

Last night, the FAA examiner called me and asked me to plan a flight to Nogales, AZ (right on the US-Mexico border). He and I were to meet at the FBO at 07:00 to begin the examination. I slept fairly well - my head was filled with thoughts of adiabatic lapse rate, density altitude, LAHSO, pilotage, mountain obscuration, gyroscopic procession, emergency procedures... No sheep...

Today in about 4 hours, I'm either going to get in my car as a Private Pilot (Airplane Single Engine Land) or I was going to get in my car really pissed off as a Student Pilot about to enter retirement... I had worked very hard to get to this point - managing a career and a family of 5. Financially and from a time perspective, I was running out of ways to continue the process. At 6:30, I was at the FBO getting the weather so that I could finish my flight plan. I ran into one of the instructors and he said that there was a temporary flight restriction (TFR) down by Nogales - probably wouldn't affect my flight but the examiner might be impressed if I made mention of it... Thanks!

The examiner showed up right at 07:00. The first thing we did was go over my log book. He was checking for all of the appropriate entries, making sure I had logged all of the required flight time, and that I had all of the appropriate endorsements. It all looked good.

Next we logged into IACRA. This is a pretty cool system developed by the FAA to eliminate the paper 8710 forms. I had filled out all of the information on the electronic form and signed it electronically. My instructor had also signed the form electronically. It automagically checks my written test score to see that I passed and it even validates my medical certificate. It is actually very cool!

After the paperwork was out of the way, we spent 5 minutes talking about why I wanted to be a pilot and we exchanged information about each other. He is a retired FBI agent. Outstanding. He disclosed that he likes to do these things "by the book." Speaking of books, he had a 3 inch binder with the test standards plus oral exam questions. My palms were a little sweaty at this point.

Thus began the oral portion of the exam. Talked about the airplane (Piper Archer) and it's systems and instruments. This probably consumed 45 minutes. Then we were on to density altitude and weight and balance. 15 minutes. Flashcards on airport markings and signage. 10 minutes. Brief discussion of physiological aspects of flying such as, hypoxia, hyperventilation, carbon monoxide, spatial disorientation, night vision, etc... 20 minutes. Terminal area chart and sectional chart review including identification and definition of different airspace classes. 20 minutes. Review of my flight plan and a quick pit-stop and then we were off to the plane. It's 09:00.

While I did the pre-flight, he was watching planes takeoff and land. Didn't ask me what I was doing or any questions about my pre-flight. When I was finished, he said, "Why don't you clean the bugs off of the windscreen?" Bugs on the windscreen? Hey, it’s a rental! I ran into the FBO and bought a can of window cleaner and spit-shined the windscreen...

Once on board, we admired the clear view that we had through the windscreen, I performed the engine start checklist and we were about underway. I asked him if he would like a passenger briefing and he said that he didn't need one. I also proclaimed that I was the (Student) Pilot In Command and asked if he would like to check his brakes. He said that he didn't need to check the brakes. We talked about sterile cockpit and that unless he was instructing me to perform a maneuver, I shouldn't expect to hear much from him. Fine by me. Furthermore, unless I had a question about a maneuver or something on the checkride, I should limit my conversation to the tower. Alrighty then.

Taxied to the run-up area and performed a run-up. Everything looked good. Performed my takeoff briefing and requested takeoff clearance from the tower. Basically the checkride is half over and I know I’m capable of flying the plane and performing the maneuvers. What was I forgetting? Flaps 10, landing light on… Archer 4 1 8 2 Lima, Falcon Tower. Cleared for takeoff on runway 4 right. Right turn approved. This is it!

Once airborne, I was turning crosswind to begin my flight plan and there was a huge structure fire in my planned route. There were tons of black smoke billowing up in my route of flight. I mentioned that I needed to divert a little to avoid flying into the smoke. This would probably add a couple of seconds to the time en rout to the first checkpoint. He simply nodded his head.

My first checkpoint was Williams Gateway airport (IWA). I obtained permission to transition their class delta airspace and overflew the airport. Next checkpoint was the north edge of the town of Coolidge (we were flying southbound). At Coolidge, I was told to divert to Phoenix Regional Airport (A39). I started my turn, set the timer, got out the chart and estimated the distance, estimated a heading, and calculated the time en route. Hit it right on the money. He asked me to perform a slip to a landing and do a touch and go.

Back in the air, he told me to fly out over the test tracks and when I was ready perform a steep turn to the left. I said that I would do a clearing turn and he simply told me that the area was clear and to perform the maneuver. When I was about ready to roll out of the steep turn, he said that I was clear on the right and roll right into that steep turn. Now on this one, I picked up about 20kts of extra airspeed and lost about 150 feet during my turn. I don't think he looked at the instruments once during this turn. Either he sensed that I immediately corrected during the turn by reducing power and adding back pressure or he was oblivious. I’m guessing the prior.

I know that I exceeded the tolerances on that turn but I think he is supposed to stop the flight if I am not going to pass. Or is he? Anyhow he then pointed to a clump of trees and asked me to do turns around a point. This is a relatively easy maneuver - even when it is a little bumpy. At one point he simply said, "Please center the ball." I had become a little uncoordinated in all of the turbulence.

"Climb to 4,500 and configure the plane for slow flight." So I configured for slow flight at 4,500 feet and was cruising along at 60kts when he said that he wanted me to give him 50kts and not lose any altitude. 50kts? We always practice slow flight between 55 & 60 kts. I wonder if he knows what he’s doing? 50kts. OK. With all of the data I have crammed into my head right now, I’m frantically trying to remember Vso (stall speed in a landing configuration) for this plane. We’re still airborne. At least I have that going for me. To add to the chaos that has erupted between my ears, the stall warning horn is screaming and we were getting kicked around pretty good.

Next he asked for a power-off stall. I lost about 150 feet and he told me to clean it up for a power-on stall. Done. Then he handed me the hood. Once we were situated, he told me to look straight down while he took the controls. He did a series of climbs, banks, turns, descents and told me to take the controls and fly straight and level. Done. Then we did a couple of climbs, descents, and turns. Slow flight and recovery.

"Now, locate the Stanfield VOR and fly me there." Tuned the frequency to the Stanfield VOR, centered the needle and began to fly. He asked me if I was sure that I was tracking the Stanfield VOR. I checked the chart and compared it to the frequency on the NAV radio and concluded that I was sure this was the Stanfield VOR. He asked, "How can you be totally certain?" "I could listen to the Morse code identifier." "OK let's do that." So we listened and heard dashes and dots – honestly I don’t really know if they matched the dots and dashes for the identifier for the Stanfield VOR. It was a WAG. "OK you can take off the hood."

I had just pulled the hood off of my head and simultaneously he pulled the power out of my engine and said, “Your engine just quit.” Great. Establish best glide, locate a suitable landing point, and attempt engine restart – switch fuel tanks, fuel pump on, cycle the magnetos, attempt restart. “Restart successful! Full power.” No dice. Apparently, no sense of humor either. OK, finish the checklist. Mayday, mayday, mayday… Now we are in the middle of the desert and I found a nice deserted, straight, and flat gravel road with no electrical lines for the landing point. We are descending to the point that I can identify various bugs on the ground (no, they’re not on the windscreen) and I’m starting to get a little nervous. When we practice this maneuver, we never went down this low. I would say we were about 100 feet AGL when he said, “OK, full power.” At least we didn’t actually cross the line between simulated and actual emergency…

“Let's head back to Falcon Field.” We were flying back and he said that he wanted me to do a short field landing, a soft field landing, a power off 180 to a landing, and a normal landing. At Falcon Field, there were 4 or 5 other planes in the pattern so the tower was busy (There are 2 parallel runways at Falcon Field and they use the longer and wider one, 4R/22L, for full stops and the shorter and narrower 4L/22R for practice and helicopter traffic. The controllers at Falcon are some of the best! There is a lot of training activity at the airport and they do a great job keeping everything running smooth. Kudos to Falcon Tower.). So my first short field landing was a little on the firm side but passable - I stopped before the first exit within a couple hundred feet of my touchdown point. Next we went back up for a soft field landing. This was the worst one that I ever performed - I think I may have even landed with the nose wheel first! When we were airborne, he had me request a short approach. That request was turned down because there were multiple aircraft in the pattern. He said OK lets see another soft field landing. This one was perfect. Though he kept saying, “Keep the nose wheel up!” I was a little irritated. I finally blurted out that it was up and it had not touched the ground. I’m not too sure where that outburst came from – it was probably not appropriate considering what I had riding on this flight. I’ll blame it on global warming – it certainly wasn’t stress related… He said, "Fine, tell the tower that we want to terminate."

I taxied back and parked. He simply said, "You tie it down and I'll get started on the paperwork." About 10 minutes later, after having successfully removed my foot from my mouth, I walked into the FBO and he handed me a piece of paper and said that I needed to sign it. The top of the paper read "Temporary Airman Certificate!"

I was probably more relieved than excited. 4 months, countless hours of reading, listening, flying, and round trip travel to and from the airport, which is a 50 mile round trip commute for me, finally paid off.

Paid my $400.00 and said thank you. Did I mention that I am a PILOT?!

Flight time: 1.8
Total time: 75.9 Hours

Flights: 57
Dual Received: 56.5 Hours
Solo: 19.2 Hours
Pilot In Command: 21.0 Hours
Cross Country: 16.3 Hours
Simulated Instrument: 3.1 Hours
Takeoff & Landings (day): 270
Takeoff & Landings (night): 11
Flown 5 different planes and 3 different types of aircraft.

One More Day...

2008-04-21T09:05:00.000-07:00

My final flight before my checkride tomorrow. I am totally spent. My head is full of information (getting ready for my 2 hour oral exam) and to be quite honest, the last thing I really want to do is fly.

After some coaxing, RC talks me into going up for a little practice. We did a couple of maneuvers and I said that I was simply burned out and really didn't want to do anymore practice. Instead, we made a leisurely flight over to the Salt River Canyon. It is some spectacular country and perfect for taking my mind off of my eminent checkride. Headed back to Falcon for some touch and gos and go try to get a decent night's sleep.

Flight time: 1.1

Total time: 74.1

Touch Up...

2008-04-14T09:05:00.000-07:00

This flight is intended to be a touch-up on some of the areas in which I could use some work - my checkride is a week away!

Emergency procedures. Engine restart procedure - remember to cycle the magnetos after switching tanks! Power off 180s on approach. Nailed the first one that I tried but then heard from the controller that the good folks over at Boeing would rather we didn't do that short of an approach over their building. They manufacture the Apache attack helicopters right there and don't really want anyone crashing their party. So to speak.

While I respect Boeing's wishes, if I lose my engine on downwind, the last thing I'm going to be thinking about is overflying their plant! Did some touch and gos and that was about it. Both RC (my instructor) and I are confident about my flying.

Flight time: 1.2

Total time: 74.6

Windy!

2008-04-09T09:05:00.000-07:00

Flew up to Deer Valley for lunch with a supplier. Good flight in and nothing to report. Had a nice lunch and a good flight back. A little bumpy but that's the desert for you. When I checked the ATIS for Falcon Field on my way back, they mentioned that the winds were ar 17kts gusting to 26.

Where did this come from? I had variable at 5kts on the way out an hour ago! This would be interesting. I had to come in and manage the crosswind. I made my landing and quite frankly I think the winds were overstated... I was tying the plane down and a couple of gusts actually moved the plane an inch or two.

When I walked into the FBO, my instructor was there. He took one look at my headset bag and asked if I just flew in this. I said that I did but it was relatively calm when I took off. He shook his head and said that he was glad I was safe but he didn't want to know any more about it.

When we finished talking, I went back outside in time to see a Cessna 150 scrape his wing on the runway while landing. I guess I'm glad to be heading to my car no worse off than being reprimanded by my instructor!

Flight time: 1.0

Total time: 71.8

Solo Cross Country

2008-04-06T09:05:00.000-07:00

Today is the day of my long solo cross country. It is really the last thing I need to log before my checkride. I planned to go from Falcon Field (KFFZ), to Lake Havasu City (KHII), to Blythe, CA (KBLH), and back to Falcon Field.

The first leg of my trip began at 6:00AM (13:00 Zulu) and was going to take me over SDL and DVT into the mountains towards the Colorado River. It was a beautiful morning and the scenery was incredible. I was hitting all of my checkpoints pretty much right on. All was well until my coffee spilled all over the right seat AND my logbook. Oh well, at least it looks used now. When I came within 12 miles of Lake Havasu, I radioed that I would be making left traffic for Runway 14. This would allow me to fly by the airport for observation.

Suddenly a voice came over the CTAF frequency saying that winds were calm and that the calm wind runway was 32. OK that's fine I can go straight in for 32 - oh, but wait, I read a NOTAM that said straight in approaches were not allowed. Cool! Fly out over the lake and make left traffic for 32.

Landed and had to pee really bad so I taxied to the FBO. Pee'd got a bottle of water and ended up putting a quart of oil in the plane - it was down under 5 quarts.

Off to Blythe. This is a really cool flight because you can basically fly down the Colorado River the entire way. It is a nice flight. Short too. Unfortunately, the airport is a total hole. I took a picture of the sole hangar at the airport. It has definitely been on this earth longer than I have. Made a quick bathroom break and headed back to Phoenix.

Upon leaving, I contacted Los Angeles Center for flight following. They were great. They handed me off to Albuquerque Center. All was going well and then I was handed off to Phoenix approach. Then Phoenix approach cleared me into Class Bravo airspace at 4500 feet for one of the west to east VFR transitions. I wasn't expecting this but I'm willing to try anything once. I then got handed off to another controller. I switched frequencies and the following exchange took place:

Phoenix Approach, Archer 2 8 7 Hotel Papa is with you at 45oo feet.

November 2 8 7 Hotel Papa, Phoenix Approach. Care to tell me why you're with me at 4500 feet when the previous controller cleared you to 5500 feet?

Phoenix Approach, Archer 2 8 7 Hotel Papa. I wrote down and read back 4500 feet. Since the controller did not correct my read back, I think I'm cleared to 4500 feet.

November 2 8 7 Hotel Papa, Phoenix Approach. Negative. You were not cleared to 4500 feet. Cancel Class Bravo clearance, radar service terminated, squawk 1 2 0 0, frequency change approved!

So I got that going for me. Which is nice...

Flew out, around, and under the Class B airspace the rest of the way. Still a little peeved about the controller's nasty attitude but they're in charge. I guess. Successfully completed my last solo cross country and I had a lot of fun too!

Flight time: 4.1

Total time: 72.4

More Practice for Checkride

2008-04-04T09:05:00.000-07:00

Now we're getting serious. My checkride is scheduled for 4/22/08! I still have a 150nm solo cross country to do to meet all of the qualifications. Today we practiced everything, including a no-flap landing. There is light at the end of the tunnel and if I'm lucky, I might end up becoming a pilot after all!

Flight time: 1.2

Total time: 68.3

Stage Check!

2008-04-01T09:05:00.000-07:00

Today I did a stage check. This is a simulated checkride with a different flight instructor. Even though this was "just practice," I was still a little nervous. I had planned a cross country flight to Payson. At our first checkpoint, he diverted me to Sky Ranch.

Then it was on to steep turns. Good. S-Turns. Good. Turns around a point. Good. Slow Flight. Good. Power off Stall. Good. Power on Stall. Good. Emergency engine out. Good.

Simulated instrument work. Straight and level flight - good. Climbs and descents - Good. Turns to a heading - good. Slow flight - good. Unusual attitudes - good.

Back to the airport for a soft field landing. Not good. Short field landing - good. Power off 180 (short approach with a slip) - not good. Missed the runway. Normal landing to a full stop - OK.

Feedback from the CFI was that my emergency procedures needed a little more memorization - it was good that I used the checklist; however, he felt like I should have memorized all of the emergency procedures. Also recommended work on my power off 180 and soft field landings.

It was a good flight with a fresh perspective from somebody that I hadn't flown with before.

Flight time: 1.6

Total time: 67.1

Personal Limits

2008-03-28T09:05:00.000-07:00

Went up to do some practice work today. If you read enough of the rags and talk to enough pilots, you will hear a lot of talk about personal limits. Today I met one of mine. Wind and turbulance. As soon as I left the ground I was getting kicked around. It didn't get any better out in the practice area so I did what was prudent. I came back to the airport. Simple enough. Unnecessary risks are not a part of my flying M.O.

On another note, I did pass my FAA written test today. It wasn't that hard - 68 multiple choice questions. Basic stuff.

Flight time: 0.5

Total time: 65.5

Solo Cross Country

2008-03-24T09:05:00.000-07:00

Today I had my first solo cross country. RC approved my flight plan and the weather checks out. What am I waiting for?

I planned for Ryan Field (KRYN) and was just going to go down and back. Its about 85nm each way. Since the airport at which I am based is underneath Phoenix Class B airspace, we spend a lot of time knowing where the shelves are located and at what altitudes they are located. The biggest concern about my flight today was to avoid the Class B airspace and I had to transition the Class D airspace at KIWA and KCHD.

The flight was uneventful. I had requested flight following and, as always, Phoenix Approach, Albuquerque Center, and Tucson Approach were all very accommodating. The winds were a little gusty when I got down to Ryan.

Funny how you're so focused on the task at hand, you forget to enjoy it sometimes...

Note to self: Have more fun on the next cross country.

Flight time: 1.4

Total time: 65.0

Practice Maneuvers

2008-03-19T09:05:00.000-07:00

Today I went up to simply practice all of the maneuvers that will be required for the checkride.

Flight time: 0.9

Total time: 63.6

A Little More Practice

2008-03-17T09:05:00.000-07:00

Had some time to kill today... Might as well fly. Practiced pattern work...

A little bumpy so I didn't stay out long.

Flight time: 0.5

Total time: 62.7

Fly to Fly

2008-03-13T09:15:00.000-07:00

So, because I could, I flew from Falcon Field up to Scottsdale for my demo ride in the Twin Star...

Flight time: 0.9

Total time: 62.2

Multi-Engine Fun!

2008-03-13T09:05:00.000-07:00

I had been reading a lot about Diamond Aircraft's Twinstar. This is a twin piston aircraft that burns either Jet A or Diesel fuel. It allegedly burns about 4gph in each engine at 65% power while making about 160kts.

This was something that I thought I had better checkout. Plus my buddy WH had flown it and, of course I have to keep up with the Jones'. So I made arrangements to fly it out of Scottsdale (KSDL). It's a pretty cool plane - doesn't require a lot of effort to fly though. FADEC controls all of the engine function and the Garmin G1000 avionics take care of everything else.

It really does sip gas though. We practiced engine out procedures and otherwise simply had fun. What's more, I was able to log some multi-engine time. I'll keep it in mind for after I get my instrument rating.

Flight time: 0.6

Total time: 59.7

Night Cross Country

2008-03-11T09:05:00.000-07:00

I have been excited about this flight for a couple of weeks. The thought of flying at night is intriguing to me and I was incredibly awestruck by how different everything looks! We went down to Tucson International (KTUS).

This was also my first time requesting flight following. This was useful since KTUS is located in Class C airspace. When the approach controller handed us off to the tower, it was very difficult to see the runway. The tower then informed us that they were having problems with the runway lights. They had been out and after some work, they were able to get them to the dim setting. Anyhow, this was not the end of the world...

We landed in Tucson; however, since the runway lights had been out prior to our arrival, there were about 5 heavies in a hold southeast of the airport. We had to wait for all of these planes to come in. This took a bit more time that we had hoped. Part of the night qualification is to perform 10 takeoffs and landings to a full stop. This was still on the agenda for tonight and we really wanted to get back to Falcon Field to do this.

After they brought in all of the heavies, we were cleared to takeoff back to Mesa. It seemed like a long time but that is likely due to the fact that I was the one paying for all of the gas while we were sitting there waiting to go home. The landings and takeoffs back at Falcon Field went well. The depth perception is a little off at night and on the first couple of landings it seemed like we were higher than we actually were. Made for some "firm" landings. Still a lot of fun and the Phoenix and Tucson skylines are beautiful at night.

Flight time: 3.0

Total time: 60.7

Practice Makes Pretty Darn Good

2008-03-10T09:05:00.000-07:00

Today for the first time, I nailed my steep turns. I did two in each direction that both met practical test standards. Very exciting. Now I have to go plan a night VFR flight to Tucson International...

Good day!

Flight time: 0.8

Total time: 57.7

Mother Nature Won

2008-03-07T09:05:00.000-08:00

Today I decided to try some touch and gos. After taking off, the ATIS information changed and I came to learn that the winds were 17kts gusting to 22kts. Not good. Land and go home.

Flight time: 0.8

Total time: 56.9

Unusual Attitudes

2008-03-06T09:05:00.000-08:00

Unusual attitude is not the way I react to tomatoes - though I hate them. Unusual attitudes are attitudes other than straight and level flight. To practice these maneuvers, you have to recover from the unusual attitude.

It should have been a warning sign when my instructor asked me if I had ever had motion sickness. The other part of unusual attitude training that I should mention is that it is a simulated instrument maneuver. Simulated instrument means under the hood.

These actually turned out to be quite fun. I think the RC was having fun putting the plane in the unusual attitude and I was having fun recovering. When we were finished he had me fly back to the airport under the hood. I got to remove the hood at 700 feet AGL on short final for landing. Today was a lot of fun.

No, I do not suffer from motion sickness...

Flight time: 1.1

Total time: 56.1

Another Cross Country

2008-03-04T09:06:00.000-08:00

Yet another cross country. This time we practiced diversions and headed out to Phoenix Regional Airport (A36). Interestingly enough, when diverting to Phoenix Regional, it became quite awkward in the cockpit. An overwhelming smell entered the airplane and RC and I each shot each other accusatory looks. Finally we realized that we were flying over the largest dairy farm that I have ever seen!

Actually it is listed as privately owned (the airport - I'm not too sure about the dairy farm). Most of the buildings on the property are run down and the place looks deserted. We practiced a few emergency descents and some touch and gos. We were both ready to leave shortly after our arrival.

It is a nice place to leave...

Flight time: 1.9

Total time: 53.4

Quick Hop

2008-03-04T09:05:00.000-08:00

Before today's lesson, I decided to head up for some touch and gos to kill time. RC was running late.

Flight time: 0.5

Total time: 53.1

Leap Day

2008-02-29T09:05:00.000-08:00

Only happens every 4 years. Why not do something fun? I decided to head out and do some more practice. Steep turns are looking good. Short and soft field landings are looking good. Just got my endorsement to take the knowledge test.

Flight time: 1.1

Total time: 52.6

Quick Flight

2008-02-28T09:05:00.000-08:00

Practiced some short and soft field landigs then some touch and gos. Nothing too exciting but at least I was flying!

Flight time: 0.9

Total time: 51.5

Pinal - Boneyard

2008-02-26T09:05:00.001-08:00

Today's cross country is taking us down to Pinal (KMZJ). Its main purpose is to act as a "boneyard" for aircraft. Old airplanes are stored there with the hope that the dry desert climate will prevent any form of corrosion in case the aircraft is pressed into service in the future. Even so, many aircraft which are brought there wind up being scrapped.

On the way back we diverted to Casa Grande. Lots to see at KMZJ!

Flight time: 1.8

Total time: 50.6

Ryan Field in Tucson (KRYN)

2008-02-25T09:06:00.000-08:00

For my second flight today, I had planned a cross country to Ryan Field (KRYN). My flight instructor likes this airport for some strange reason... Here's a little history...

The U.S. feared a coastal invasion following the attack on Pearl Harbor, so the Ryan school sought an inland training sight. Arizona's clear blue skies were perfect. On June 13, 1942, ground was broken in a field 13 miles west of Tucson and in three months the desert was transformed into an Army base with paved runways, aprons, hangars, barracks, mess hall, classrooms and recreational facilities.

The PT-22 planes used for training stood up well to heat, wind, and dust storms. They were so rugged they went through the first 7,200 air hours with only one engine failure. Morale was high and contributed to the speedy execution of Ryan's purpose. A full course of flight instruction normally required four months, but at Ryan it was compressed into just nine weeks. At war's end, demand for pilots dropped and Tucson's Ryan School closed in September 1944--two years and 6,000 pilots after it first opened. The State of Arizona and a three year old Tucson Airport Authority executed a 10-year lease for the 906 acre facility in 1951.

To make development opportunities more attractive to tenants, a 99-year lease was drafted and signed in 1954. Today Ryan has its own restaurant, aircraft refueling and service facility, lighted and paved runways, and manned six story control tower. More than 20 tenants--ranging from aircraft maintenance shops to charters and flight instruction facilities, as well as 220 based aircraft--call Ryan home.

In 2005 Ryan recorded over 160,000 general aviation operations.

We flew down to KRYN did a full-stop and taxi back then left. This time I planned for the return trip so I was confidently tracking back to KFFZ when RC told me to divert to Eloy. OK. Start the timer, turn the plane in the general direction of Eloy, get the chart, calculate distance and heading, calculate amount of time it should take to get to Eloy. Fly. Look at the timer. Spot the airport. Approach. Land. Timer was 5 seconds off of my calculated time!

That was fun. Flew back to KFFZ with GPS...

Flight time: 2.1

Total time: 48.8

Deer Valley USA?

2008-02-25T09:05:00.000-08:00

I have a friend that keeps a Lear 31 out at Deer Valley airport (KDVT) and decided to fly up to pay him a visit. This is reported to be the busiest general aviation airport in the country. Whether that is urban legend or actual fact, I can't say. I know that they do have two big flight schools there and there are a lot of takeoff and landings...

The other interesting thing about KDVT is that when you tune into their tower frequency, you feel like you have just entered a foreign country. I'll have to say that those controllers must be some of the most patient people on this planet while they actually try to help these student pilots from parts unknown learn the basic ATC operations.

One conclusion I have drawn is while 14 CFR Part 61 already requires pilots to “be able to read, speak, write and understand the English language” it is loosely governed. I'm not opposed to people coming here and learning to fly - apparently it is a cottage industry at KDVT. It worries me that there could be a shadow of doubt in another pilot's understanding of this pilot's location relative to him. Additionally, more than once I have heard the tower instruct a pilot to hold short of the runway for landing traffic to only have that pilot reply as he is rolling into position in thickly accented English, "position and hold..." Immediately you will hear the tower to tell the plane on short final to go around.

Not prejudiced - just concerned that we don't take this regulation too seriously...

Flight time: 1.0

Total time: 45.1

Fly Because I Can

2008-02-21T09:05:00.000-08:00

Today I did a little more practice. Same stuff different day. I still love flying and I can't wait to get these maneuvers nailed.

Flight time: 1.1

Total time: 45.7

A Little More Practice

2008-02-19T09:05:00.000-08:00

Had some free time over lunch today and decided to work on short and soft field landings with a couple of steep turns thrown in for good measure...

These are the maneuvers that RC says I really need to have nailed for my checkride.

Flight time: 0.6

Total time: 44.6

A Little More Flying

2008-02-18T09:05:00.000-08:00

Since my cross country flight this morning, I have been feeling like doing a little more practice on maneuvers and traffic pattern work. Spent another hour flying (solo) working on this stuff.

Flight time: 0.9

Total time: 44.0

Cross Country

2008-02-18T08:05:00.000-08:00

For the last few ground sessions, we have been working on flight planning and talking about things like magnetic variation, wind correction angles, fuel burn, weight and balance, center of gravity, calculated airspeeds, pilotage, dead reckoning, etc.

A lot of this activity involves the infamous E6B Flight Computer. Think slide ruler. I know that there are electronic versions of the E6B but it seems like all of the CFIs like the old-school version. Personally I don't think that the manual version is any more difficult than some of the electronic versions that I played with at my FBO's pilot shop.

Anyhow, all of this preparation is for cross country flight. Today I had planned a cross country flight to Sedona (KSEZ). If you have never been to Sedona, I highly recommend it! The landscape is beautiful! The airport is situated on a mesa that is about 500 feet above the town. It looks like you're landing on an island.

The cross country flight plan includes certain landmarks that based on your calculated groundspeed, and heading adjusted for wind and magnetic variance, you should fly over at a calculated time.

A couple of things that I took away from this experience are that 1) Forecasted winds aloft are different than actual winds aloft. 2) Spotting landmarks from say, 9500 feet, is a lot more difficult that one would think. My instructor says that it takes some getting used to... For our first cross country flight, we did relatively well and while I was inclined to "check my work" against the Garmin, RC wouldn't buy it. We ultimately made it to our destination.

Had a great omlette at the Sedona airport. So, how are we going to get home? I guess I never thought about that! RC knew that I hadn't planned the return trip and conceded to allowing me to use GPS to get home. The first cross country was a lot of fun; however, don't plan on a lot of sight seeing if your the one flying the plane...

Flight time: 2.0

Total time: 43.1

Introduction to Instruments

2008-02-13T09:05:00.000-08:00

I'm still beaming with excitement from my SOLO flight! Today RC says that we are going to get back to work. On the way out to the plane, I notice he is carrying an obnoxiously large visor... I came to learn that this obnoxiously large visor is affectionately known as a hood. In FAA speak, it's a "view limiting device."

The hood, when worn, limits the pilot's ability to see outside the aircraft. Thus the pilot must fly the plane solely by reference to the instruments. Seems pretty straight forward...

Once we were up in the practice area, he had me put on the hood. Instinctively you want to tilt your head back so that you can see. Not good. For the next hour he had me fly straight and level (plus or minus 400 feet, or so) and perform turns to a particular heading (plus or minus about 40 degrees), climbs and descents.

It's sort of odd that since the beginning of my training, RC would constantly be telling me to "get outside" of the aircraft. Meaning that he wanted me to look at my instruments less and look outside more. Today's simulated instrument flight was counter intuitive to the previous 40 hours of flight training. Hey, I'm just looking for any excuse to NOT fly under the hood.

After what seemed like 3 hours, he told me to take off the hood and head back to the airport. I logged 1 hour of simulated instrument flight and it seemed like a lot more than that. The other interesting thing is that I was physically and mentally exhausted after this flight.

Good times.

Flight time: 1.5

Total time: 40.1

Can We Go Again?

2008-02-11T09:05:00.001-08:00

Still high from my first solo. I asked if I could fly some more. By myself. RC said that was cool. He also said that anytime I wanted to solo, check with him before I go. Just to make sure the weather was cool...

So I hopped back in the plane and flew out to the practice area. Didn't really practice any maneuvers - just flew around because I could. What a great day!

Flight time: 0.8

Total time: 38.6

Since beginning my training, I have logged 148 landings.

Surprise! Solo Time!

2008-02-11T09:05:00.000-08:00

Today's flight began like every other flight. Off to the practice area. Practice stalls, slow flight, emergency procedures, etc. Finally my instructor wanted to head back for more touch and gos. Fine with me... We did three or four and then went and parked the plane.

Before we got out of the plane, he asked me for my log book and medical certificate so I indulged. He began writing and I was waiting for him because I couldn't get out of the plane since he was sitting by the only door. Finally he said, "Do you want to solo today?" Heck yeah!

He had endorsed my medical and logbook and I was free to fly the plane by myself! He said that he would wait here and he wanted me to do two touch and goes and one full stop landing and then come back. I was shaking from the excitement. The time was now!

Falcon Ground, Archer 4182L at Tango One with Bravo, ready to taxi to the active.

Archer 4182L, Falcon Ground, taxi to runway 4R, verify you have information Bravo.

Taxi to runway 4R, affirmative on information Bravo, Archer 4182L.

Run up. Everything looks good. A little weird with nobody sitting to my right. Back to the task at hand...

Falcon Tower, Archer 4182L is holding short of runway 4R closed traffic.

Archer 82L, Falcon Tower, cleared for takeoff on runway 4R, make left closed traffic for runway 4L, contact tower on 119.7.

Cleared for takeoff on runway 4R. Make left closed traffic for runway 4L, contact tower on 119.7, Archer 82L.

OK, one notch flaps, fuel pump on, mixture full rich, transponder to ALT, landing light ON,full power... Oh man, I'm flying! Alone! Turn left crosswind, switch frequencies.

Falcon Tower, Archer 4182L crosswind for closed traffic on 4L.

Archer 82L, make left traffic for runway 4L, number one cleared touch and go.

Left traffic, number 1 cleared touch and go runway 4L, Archer 82L.

OK 90kts downwind. Runway numbers, one notch flaps. 45 degrees past threshold, turn base, 2nd notch flaps, pitch for 80kts. There's the runway. Turn final. 3rd notch of flaps, pitch for 70 kts. VASI says I'm right on glide slope. Keep it coming (I'm hearing my instructor and he isn't even in the plane)... Keep it coming... there's the numbers, back pressure, squeak! GREASED IT!

Now I'm having fun! I am shouting at the plane now... "That's what I'm talkin' about. I'm flying you now! Who's your daddy? I'm your daddy!' Anyhow, it wasn't one of my better displays of character but who the hell cares!

Archer 82L, Falcon Tower, make left traffic for runway 4L.

Left traffic runway 4L Archer 82L.

Not climbing real fast... Maybe I should take the flaps out. Duh! Checklist stupid! On downwind now.

Archer 82L, Falcon Tower, number 2 behind the Diamond wing up left base.

Archer 82L has the traffic in sight.

Archer 82L, Falcon Tower, number 2 behind Diamond, cleared touch and go, then make left traffic.

Number 2 cleared touch and go and left traffic, Archer 82L.

Same routine... Turn base, flaps, turn final, more flaps. Why isn't he getting off the @##@! runway?

Archer 82L go around!

Archer 82L is going around.

The next landing wasn't as good as the first but it was in the top 10 landings that I have ever made. The third was a floater - who cares? I flew SOLO!!!

I taxied over to where RC was waiting and did the high fives and hand shakes and fists and all of the other barbaric masculine gestures of success in battle. Only thing was that I was wearing a $125.00 shirt and when it came time to cut the back out of my shirt, I suggested the we find a different shirt...

That's cool... One of the best days ever!

Flight time: 2.2

Total time: 37.8

No Touch and Gos

2008-02-05T09:05:00.000-08:00

UNCLE! Today we decided to back up and practice steep turns, stalls, ground reference maneuvers, slow flight. Good flight - I think I'm finally getting the feel for the maneuvers.

Flight time: 1.4

Total time: 35.6

More Touch and Gos

2008-02-01T09:05:00.000-08:00

Practice makes... ...better. 14 landings today.

Flight time: 1.8

Total time: 34.2

Touch & Gos

2008-01-31T09:05:00.000-08:00

More landings. Better - not great but better.

Flight time: 1.2

Total time: 32.4

Windy!

2008-01-30T09:05:00.000-08:00

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

Back to Training

2008-01-29T09:05:00.000-08:00

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

Getting Around

2008-01-25T09:05:00.000-08:00

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

Landings, Landings, and More Landings

2008-01-23T09:05:00.000-08:00

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

Slip

2008-01-22T09:05:00.000-08:00

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

TAP - Look out!

2008-01-21T09:05:00.000-08:00

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

More Work

2008-01-18T09:05:00.000-08:00

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

News Flash!!!

2008-01-16T09:05:00.000-08:00

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

Busy Day in The Cirrus!

2008-01-15T09:05:00.000-08:00

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

Cirrus!

2008-01-10T09:05:00.000-08:00

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

Short and Soft Field Takeoff and Landings

2008-01-09T09:05:00.000-08:00

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

More Practice

2008-01-08T09:05:00.000-08:00

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

Say What?

2008-01-04T09:05:00.000-08:00

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

New Year's Resolution

2008-01-03T09:05:00.000-08:00

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

Stall?

2007-12-27T09:05:00.000-08:00

Today, in addition to slow flight, steep turns (ugh), I learned stalls. Stalls are when the airplane exceeds the maximum angle of attack (AOA). When this happens, the airplane looses lift and the nose will pitch down. The signs that stalls are imminent are sluggish controls (mushy - the plane will not quickly respond to control inputs), buffeting or a vibration, and the stall warning horn will be blaring in your ears. The idea is to recognize these warnings before the plane actually stalls.

There are two types of stalls that we are taught - power-on and power-off stalls. First, we learned a power-on stall. A power-on stall is intended to simulate a stall on takeoff. We set up for this maneuver by pitching for about 70kts with 10 degrees of flaps (somewhere around the rotation speed), apply full power, and full back pressure. The whole time you are preparing for a stall, you must keep the plane coordinated with rudder inputs. Failure to do this will cause one wing to stall before the other and will likely produce a spin. Spins are very dangerous and at low altitudes are usually unrecoverable. Once the airplane pitches forward (the stall breaks), you gain airspeed, take out the flaps, and resume straight and level flight.

Power-off stalls are intended to simulate a stall on landing. These are performed by pitching the plane for about 60kts in a landing configuration (full flaps). Then power is reduced to idle while maintaining back pressure on the yoke. Eventually, the plane loses lift and will stall. Once the stall breaks, we apply full power and pitch nose down, airspeed and lift is gained, the flaps are slowly taken out and recovery is complete. Easy.

It took a few of these until I was comfortable doing them. For the practical test, you have to perform the stall with "minimum altitude loss" - my instructor suggests 200 feet or less. Right.

Back to the airport to practice some more landings. Getting better - probably won't need Advil after these...

Flight time: 1.9

Total time: 9.7

Christmas Time

2007-12-26T09:05:00.000-08:00

Today's flight was simply a review of the previous flights with the addition of touch and gos. My landings aren't pretty and I'm afraid that my CFI and I will both need to visit a chiropractor. My traffic patterns are nice according to RC. The problems seem to start once I'm over the runway threshold. Floating and bouncing are not fun in an airplane. Oh well, practice, practice, practice.

Flight time: 1.9

Total time: 7.8

Steep Turns - The Beginning

2007-12-21T09:05:00.000-08:00

Today's lesson is supposed to be an introduction to the maneuver called steep turns. We went out to the practice area and practiced what we learned on our last flight. Slow flight. Then came the excitement. Steep turns.

To earn your private pilot certificate, you need to perform a 360 degree turn to the right and to the left at a 45 degree angle of bank. Oh you can be +/- 5 degrees on the bank. But wait, it gets better. You also have to come out exactly on the heading on which you started out +/- 10 degrees and maintain the altitude at which you started +/- 100 feet. Finally there's speed. You have to maintain the airspeed within plus or minus 5 knots too. Sound easy?

My first one was a "practice" maneuver. First of all, if you have mostly flown heavy iron (airlines) you have never been in a 45 degree bank. It is very likely that you have never been in a 30 degree bank either. The sensation of looking out the window and seeing nothing but ground is a little unsettling at first. Furthermore, your instructor will tell you to look out the front of the plane. We started at 3500 feet. At one point in my turn we were as low as 2500 feet and when I finished the turn, I leveled off at 4300 feet. 25 degrees past my initial heading. Did I mention that I was 20 knots fast?

The only compelling difference between my first steep turn and my second steep turn was the direction of the turn. This was going to take some practice... Back in for a landing. We were having trouble with the left magneto and the plane was running rough so RC flew back to the airport and performed the landing - as opposed to me performing an arrival...

Flight time: 1.0

Total time: 5.9

Land the Airplane - Me?

2007-12-18T09:05:00.000-08:00

Lesson 3 found me in a familiar place of being full of excitement from the time that the wheels left the pavement. We went out to the practice area and worked on slow flight. This is flying the airplane in a landing configuration (full flaps) at just above the stall speed - around 55 knots. Before the lesson, RC briefed me on the traffic pattern. This is a rectangular course that VFR flights fly into an airport for landing.

We then cleaned up the aircraft (flaps in and full throttle) and headed back to the airport. Once there, RC did about 3 touch and gos. This is where you fly the traffic pattern and when your wheels are on the runway, you add full power and take off again without coming to a complete stop. For the fourth one, right after we were airborne, he told me to take the airplane as we were turning from crosswind to the downwind portion of the pattern. "Your turn to land." Super. Abeam the numbers, add in 10 degrees of flaps, pitch for 90kts when the runway threshold is at a 45 degree angle from the plane, turn base add another notch of flaps, pitch for 80kts. Ready to line up on final? Good, full flaps and pitch for 70kts. Keep it lined up. You're a little low. Remember pitch for speed - power for altitude... You have the runway made, pull the power. Keep it coming down. Hold it. Hold it. Back pressure. (see how easy it is?) BOUNCE! We're airborne again. Then we were abruptly back on terra firma.

I only got credit for one landing...

Flight time: 1.8 hours

Total time: 4.9 hours

Flight #2

2007-12-14T10:05:00.000-08:00

So, you think you want to be a pilot? Well, after just dropping a cool grand on stuff, I had better think about getting serious. Show up at the airport to meet RC. This time, he held the checklist while I performed pre-flight duties. Talked a little about airport operations - signage, pavement markings, lighting, etc. Also got to make my first radio call. We went up to the northeast practice area and worked on climbs, descents, turns, and trimming the airplane. Time went by quickly and we headed back in for some more ground.

Flight time: 1.5 hours

Total time: 3.1 hours

It Can't Cost That Much...

2007-12-14T09:05:00.000-08:00

OK. Now I've decided to be a pilot. I'm going to need a few things. The short list:

1. Private Pilot Manual - $60.00
2. ASA Private Pilot Syllabus - $12.00
3. FAA Airplane Flying Handbook - $20.00
4. FAA Guide to Aviation Weather - $20.00
5. Jeppesen DVD/CD ROM Private Pilot - $150.00
6. David Clark 13.4 Headset - $300.00
7. Plotter - $8.00
8. E6B Flight Calculator - $25.00
9. Gleim Oral Test Prep Guide - $15.00
10. Sectional Chart $8.99
11. Terminal Area Chart - $8.99
12. FAR/AIM - $20.00
13. A/FD - $7.00
14. Headset Bag - $28.00
15. Kneeboard - $38.00

Then there is the flight surgeon physical that costs $75.00. This medical certificate is your student pilot certificate and must be carried with you at all times while flying (along with a picture ID). Some "optional" equipment:

1. Battery powered aviation radio/scanner - $150.00
2. Subscription to Jeppesen Internet Flight Planner $11.00/month
3. Ride-Ready Checkride Prep Software - $30.00
4. Flashlight (required for night flight) - $8.00
5. Mechanical Pencils - $4.00

I'm sure there is more. But the mojor stuff is already in my bag. Not too bad (thank God I learned abour Raman noodles in college).

$99.00 and a Dream

2007-12-12T21:05:00.000-08:00

Today was the day! I'm scheduled for a "demo flight" in a Piper Archer III with a CFI named "RC". I arrived at the FBO, at Mesa Falcon Field (KFFZ), 30 minutes early (nobody else was there). After waiting nervously for 15 minutes, a young kid (25 ish) shows up and asked if I was P-Flyer. When I said that, indeed, I was. He handed me a headset and said let's go fly.

I began to wonder, is it really this easy? How cool is it to get out of your car and simply say, "Let's go fly!" How exciting! We walked about 40 yards (on the "other side of the fence") to N287HP - a 2004 Piper Archer III. It almost seemed eager for our arrival.

RC pulled out a checklist and thus began my first pre-flight. Well, actually I held the checklist while he performed the pre-flight. Loosely explaining things as we walked around the plane. Since I had been around flying all of my life, I mostly understood the terms he was using. Aileron, elevator, stabilator, empennage, cowling, flaps, etc. After a satisfactory pre-flight he said, "Let's hop in!"

We both stood there kind of awkwardly for a moment until RC said, "You get in first," (the Archer only has one passenger door located on the right side of the airplane and I assumed that he would be doing the actual flying so that meant that he would need to board first). With some confidence and a lot of trepidation, I climbed into the left seat. Since it was a little cold, (yes, it actually gets cold in Arizona) we went through the engine start checklist and before I knew it, I had my right hand on the throttle lever and my left hand on the starter button.

The engine roared to life and donned our headsets. While we waited for the engine to warm up, RC explained the various instruments to me. He also showed me the basics of operating the two Garmin GNS430s. We then listened to the ATIS (Automated Terminal Information Service) recording to get the current weather conditions for our imminent flight.

RC then contacted Falcon Ground and said, "Falcon Ground, Archer 2 8 7 Hotel Papa at Tango One with Sierra, Taxi to the Active." Huh? Ground replied with, "Archer 7 Hotel Papa, taxi to runway 4 right." RC replied, "Taxi to runway 4 right, 7 hotel papa." He looked at me and said, "Well, were ready to go. You have the controls." "I have the controls?" "You have the controls."

RC coolly talked me through taxiing and we ended up at the "run-up area" by runway 4 right. We performed a run-up and everything looked good. Then we taxied over to the hold short line for runway 4 right and radioed tower, "Falcon Tower, Archer 2 8 7 Hotel Papa is holding short of runway 4 right for a northeast departure." "Archer 7 Hotel Papa, cleared for takeoff runway 4 right, fly runway heading until 2,500 feet, left turn approved." RC repeated back the takeoff clearance. Put in one notch of flaps, turned on landing lights, fuel pump on, mixture full rich, transponder to ALT and said to taxi on to the runway and line up with the center line.

I'm now lined up. RC said to add full power and be ready to use the right rudder because the plane will want to veer to the left. I followed his instructions. Airspeed is alive! We're moving. Oh shit. Vr rotate? Pull back on the yoke. Oh that... Suddenly there is a warning horn blaring. Too much back pressure push it forward a little. Now give me a 500 foot per minute clime on this heading. OK? Sure! I can do that since I'm the one flying the plane. I'M THE ONE FLYING THE PLANE! UNBELIEVABLE!

We flew up over Canyon Lake, Bartlett Lake, Horseshoe Reservoir, carefully avoiding Phoenix Class B airspace. Did I mention that I was flying the plane? I have never felt anything like it! Adrenaline was pumping and my cheeks were sore from grinning from ear to ear. RC demonstrated some steep turns and a power off stall. Which were fun and exciting. Then he said, "My controls." At this point we flew back to the airport and landed.

I have to admit that it was a little depressing. We went into the office and he handed me a book with the words, "Professional Pilot Log Book" written on it. I opened it up to the first page and there were 1.6 hours of flight time logged. What a rush!

RC inquired if I would be interesting in taking additional lessons. How about tomorrow? Tomorrow is good...

Flight time: 1.6 hours

Total time 1.6 hours

Thinking I Want To Be a Pilot

2007-12-11T09:05:00.000-08:00

Since I was a small child, I have been fascinated with flying. I grew up on USAF bases all over the United States and have always had the affliction of being on the ground wishing I was in the air. When I turned 38, I made a decision that I was not going to be the guy in Shady Acres Retirement Center lamenting the fact that I never became a pilot.

Being a little obsessive-compulsive and anal retentive, I began to research the subject in earnest! I called several flight schools in the area and talked to a lot of CFIs. It took me over a month from the time I began calling around to the day that I walked into a flight school for a demo flight.

What in the hell is a blog anyhow?

2007-11-28T09:05:00.000-08:00

When I was learning to fly, I was doing a boat-load of Internet searching. I was looking for any and all information relative to flying, flight training, aircraft, flight schools, equipment necessary, any personal accounts of flying by "real" pilots (and much more). When I would do Google searches on flying stories and the like, I would invariably see gobs of blogs in my results. I began reading some of these blogs which were detailed accounts of training experiences, specific flights, and other items relative to flying.

So, I started to think (warning sign), why not attempt my own blog - whatever the hell it is... The information to follow is my recollection and recounting of my flying experiences. The purpose of this is simply the hope that some student pilot might find it useful in his or her training. Read, enjoy, and share your feedback!

PFlyer