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
Good for two more years - my first BFR
10 years ago
Tuesday, March 4, 2008
Friday, February 29, 2008
Leap Day
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
Flight time: 1.1
Total time: 52.6
Thursday, February 28, 2008
Quick Flight
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
Flight time: 0.9
Total time: 51.5
Tuesday, February 26, 2008
Pinal - Boneyard
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
Monday, February 25, 2008
Ryan Field in Tucson (KRYN)
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?
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
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
Thursday, February 21, 2008
Fly Because I Can
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
Flight time: 1.1
Total time: 45.7
Tuesday, February 19, 2008
A Little More Practice
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
These are the maneuvers that RC says I really need to have nailed for my checkride.
Flight time: 0.6
Total time: 44.6
Monday, February 18, 2008
A Little More Flying
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
Flight time: 0.9
Total time: 44.0
Cross Country
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
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
Wednesday, February 13, 2008
Introduction to Instruments
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
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
Monday, February 11, 2008
Can We Go Again?
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!
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
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
Tuesday, February 5, 2008
No Touch and Gos
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
Flight time: 1.4
Total time: 35.6
Friday, February 1, 2008
Thursday, January 31, 2008
Wednesday, January 30, 2008
Windy!
Today was rather windy. Thought we should simply stay in the pattern for touch and gos. Got to practice my crosswind landings. The remark in my logbook by my CFI, RC read, "Awesome crosswind landings."
There's a ringing endorsement!
Too bad we couldn't do more than fly in the pattern - it was very windy. Landings are progressively getting better. Perhaps even good?
Flight time: 0.8
Total time: 31.7
There's a ringing endorsement!
Too bad we couldn't do more than fly in the pattern - it was very windy. Landings are progressively getting better. Perhaps even good?
Flight time: 0.8
Total time: 31.7
Tuesday, January 29, 2008
Back to Training
Today we found ourselves back in the routine of training. Steep turns are getting a little better - not quite to practical test standards but getting there. We practiced emergency procedures and concluded with some touch and gos.
Flight time: 1.6
Total time: 30.4
Flight time: 1.6
Total time: 30.4
Friday, January 25, 2008
Getting Around
To break the monotony of intense training, today we decided to fly to several local airports around the Phoenix area. This was a good experience to fly into different airports but also to get to know the Class B airspace that blankets the Phoenix area.
Our trip today went from Falcon Field to Williams Gateway to Chandler to Deer Valley to Scottsdale and back to Falcon (KFFZ->KIWA->KCHD->KDVT->KSDL->KFFZ). Incidentally, this was the first time that I had a passenger other than my flight instructor. Due to the abundance of mountains and ground heating, it is a little bumpy. My passenger didn't do real well in the back seat.
Fortunately he was able to keep his lunch down...
Flight time: 1.7
Total time: 29.3
Our trip today went from Falcon Field to Williams Gateway to Chandler to Deer Valley to Scottsdale and back to Falcon (KFFZ->KIWA->KCHD->KDVT->KSDL->KFFZ). Incidentally, this was the first time that I had a passenger other than my flight instructor. Due to the abundance of mountains and ground heating, it is a little bumpy. My passenger didn't do real well in the back seat.
Fortunately he was able to keep his lunch down...
Flight time: 1.7
Total time: 29.3
Wednesday, January 23, 2008
Landings, Landings, and More Landings
Today I was bound and determined to master langing the airplane well. Did 14 landings. Some good. Some not so good. Well worth the practice though.
Flight time: 1.8
Total time: 27.1
Flight time: 1.8
Total time: 27.1
Tuesday, January 22, 2008
Slip
Today, we practiced some simulated engine out procedures in the practice area and returned to the airport for some pattern work. We first practiced go arounds. This is a maneuver you would use if you were unable to make a safe landing.
Next came the slip. A slip is a means to loose a lot of altitude without gaining a lot of airspeed. Say, for instance, if you are way above the glide slope on final approach and needed to drop a bunch of altitude to make the runway, you could perform a slip. This is done by using full rudder and opposite aileron.
The first one that I tried was a little scary. The plane is definitely in an unusual attitude and it will drop like a rock. Recovering from a slip is an art form too. We practiced a few short approaches with slips and after two or three they become fun and sort of sporting. Good day of flying.
Landings seem to be getting softer too.
Flight time: 1.5
Total time: 25.3
Next came the slip. A slip is a means to loose a lot of altitude without gaining a lot of airspeed. Say, for instance, if you are way above the glide slope on final approach and needed to drop a bunch of altitude to make the runway, you could perform a slip. This is done by using full rudder and opposite aileron.
The first one that I tried was a little scary. The plane is definitely in an unusual attitude and it will drop like a rock. Recovering from a slip is an art form too. We practiced a few short approaches with slips and after two or three they become fun and sort of sporting. Good day of flying.
Landings seem to be getting softer too.
Flight time: 1.5
Total time: 25.3
Monday, January 21, 2008
TAP - Look out!
Ground reference maneuvers are what we started with today. We did turns around a point. The objective here is to fly a circle around an object while trying to maintain the same lateral and vertical distance from that point the entire time.
Not overly challenging but requires some practice. Also, after a near head-on collision in the practice area, we decided to talk about and practice collision avoidance maneuvers in the practice area today.
It was a little shaky there for a little bit. All is well and it was still a good day!
Flight time: 1.6
Total time: 23.8
Not overly challenging but requires some practice. Also, after a near head-on collision in the practice area, we decided to talk about and practice collision avoidance maneuvers in the practice area today.
It was a little shaky there for a little bit. All is well and it was still a good day!
Flight time: 1.6
Total time: 23.8
Friday, January 18, 2008
More Work
As I mentioned on my last post, that flight was most demanding mentally and physically. Today was the same. We did more emergency procedures including the power off 180 to a landing at the airport. May have had an "Ah ha" moment as it relates to landings...
There was a stiff crosswind today too. Thus we learned and practiced cross wind landings. For a guy with marginal landings at best, this added adventure was ill timed. It was fun; but, it didn't yield the results I was looking for. I'm exhausted.
One more thing, the value of good checklists was made very apparent today. Especially for emergency procedures. Most of them you should memorize; however, who's to say exactly how composed you will be when faced with a real emergency. Having a good checklist on your kneeboard is essential.
Flight time: 1.5
Total time: 22.2
There was a stiff crosswind today too. Thus we learned and practiced cross wind landings. For a guy with marginal landings at best, this added adventure was ill timed. It was fun; but, it didn't yield the results I was looking for. I'm exhausted.
One more thing, the value of good checklists was made very apparent today. Especially for emergency procedures. Most of them you should memorize; however, who's to say exactly how composed you will be when faced with a real emergency. Having a good checklist on your kneeboard is essential.
Flight time: 1.5
Total time: 22.2
Wednesday, January 16, 2008
News Flash!!!
Today I'm back with my normal - and I use that term loosely - instructor, RC. I also got an invoice for $800.00 from the flight school. What? AN INVOICE FOR $800.00? Apparently, to fly the Cirrus - in addition to the $130.00 per hour rental rate - you have to join the Cirrus club for a $500.00 entry fee and pay $300.00 per month membership dues.
I don't know about you, but I have 3 children in Catholic School and plenty of other homes for my discretionary income. This is definitely not going to work... Back to the Piper Archer for me! Let me tell you there is a very compelling difference between the two planes. It pains me to go back into the Archer because the Cirrus is just so damn nice to fly. Finances trump emotions...
Back in the Archer, I was a bit downtrodden (a little plane envy) and explaining to RC that SA said my landings were perfect when we flew together. Then, to boost my confidence, RC explained, "That's because you don't have to actually FLY the Cirrus - it will practically land itself." Real nice...
So on that note up we went to the practice area. Today we were working on emergency procedures. Simulated engine out, alternator failure, engine fire, communications failures, etc. Very taxing mentally and physically.
Oh and my landings were marginal at best...
Flight time: 1.4
Total time: 20.7
I don't know about you, but I have 3 children in Catholic School and plenty of other homes for my discretionary income. This is definitely not going to work... Back to the Piper Archer for me! Let me tell you there is a very compelling difference between the two planes. It pains me to go back into the Archer because the Cirrus is just so damn nice to fly. Finances trump emotions...
Back in the Archer, I was a bit downtrodden (a little plane envy) and explaining to RC that SA said my landings were perfect when we flew together. Then, to boost my confidence, RC explained, "That's because you don't have to actually FLY the Cirrus - it will practically land itself." Real nice...
So on that note up we went to the practice area. Today we were working on emergency procedures. Simulated engine out, alternator failure, engine fire, communications failures, etc. Very taxing mentally and physically.
Oh and my landings were marginal at best...
Flight time: 1.4
Total time: 20.7
Tuesday, January 15, 2008
Busy Day in The Cirrus!
Today I was again flying with the fill-in instructor. Basically he wanted to go through all of the maneuvers I had done in the Piper to see if I was proficient in the Cirrus. This included Pre and post flight operations, taxiing, normal takeoff and landing, short and soft field takeoff and landing, steep turns, power on and power off stalls, slow flight, and traffic pattern. The plane is so much easier to fly that is difficult to compare it to the Piper!
CFI "SA" said that I am doing really well. I'm happy. He's happy. Good day!
Flight time: 1.6
Total time: 19.3
CFI "SA" said that I am doing really well. I'm happy. He's happy. Good day!
Flight time: 1.6
Total time: 19.3
Thursday, January 10, 2008
Cirrus!
A few lessons ago, my CFI, RC told me that I should fly with another instructor to see if he can offer any insight that would help make my landings better. One problem one of the Archers was flying and the other was having a 100 hour inspection. I got moved to a Cirrus SR20.
Whoa! This is quite a step up! Avidyne glass cockpit the interior smells like leather AND there are cup holders! It just doesn't get any better than this. Also it has a constant speed propeller and 200HP - plus a lot of other cool stuff.
From the very first push of the throttle lever this flight was different yet exciting. The Pipers I have been flying have a typical control wheel in the center of the instrument panel. The Cirrus has a "joystick thing" infront of the left armrest that you fly with your left hand.
Funny thing is that though you have two big screens with flight instruments (PFD) and engine instruments (MFD) right there in front of you, my scan went from the steam guages to the navigation on the GNS430s. Old habits...
Incredibly great plane and the new CFI said that I landed well. Great day of flying!
Flight time: 1.7
Total time: 17.7
Whoa! This is quite a step up! Avidyne glass cockpit the interior smells like leather AND there are cup holders! It just doesn't get any better than this. Also it has a constant speed propeller and 200HP - plus a lot of other cool stuff.
From the very first push of the throttle lever this flight was different yet exciting. The Pipers I have been flying have a typical control wheel in the center of the instrument panel. The Cirrus has a "joystick thing" infront of the left armrest that you fly with your left hand.
Funny thing is that though you have two big screens with flight instruments (PFD) and engine instruments (MFD) right there in front of you, my scan went from the steam guages to the navigation on the GNS430s. Old habits...
Incredibly great plane and the new CFI said that I landed well. Great day of flying!
Flight time: 1.7
Total time: 17.7
Wednesday, January 9, 2008
Short and Soft Field Takeoff and Landings
Trying something new today (including a better attitude). Short and soft field operations are divided into to areas - takeoff and landings. Since my normal landings are marginal at best, the added component of short and soft field landings should be interesting!
First soft field takeoff. Intended to simulate taking off on a grass strip in the Australian outback or something... Higher rate of taxi from the taxiway to the runway. Keeping as much back pressure as possible to keep the nose gear as light as possible. Not to difficult and RC, my CFI, said that I did well.
First soft field landing. Land as flat as possible and keep the nose gear off the runway surface until the speed bleeds off. Didn't do real well. Since my landings are so stellar to begin with... Go figure...
First short field takeoff. These are fun. Line up on the runway, brakes on, full power, release breaks and rocket down the runway and rotate in seconds. Well, in a 180HP Piper it doesn't actually turn out that dramatic. Looks good on paper though. I'm told that this is a little more fun when the instructor isn't in the plane with you. Also a turbojet would be nice too.
First short field landing. Line up on the runway and then it's a little like playing pool. You actually have to call your touchdown point and land within 200 feet of the point you pick out. My touchdown point is the runway numbers. I cut the power just over the fence to the airport and guess what? I came down (hard) on the numbers. Full breaking and take the first exit off the runway. Now that's a good time!
Overall I got a C- for the day. C-, my ass, for the first time doing this, I'm bumping it up to a B-.
Flight time: 1.5
Total time: 16.0
First soft field takeoff. Intended to simulate taking off on a grass strip in the Australian outback or something... Higher rate of taxi from the taxiway to the runway. Keeping as much back pressure as possible to keep the nose gear as light as possible. Not to difficult and RC, my CFI, said that I did well.
First soft field landing. Land as flat as possible and keep the nose gear off the runway surface until the speed bleeds off. Didn't do real well. Since my landings are so stellar to begin with... Go figure...
First short field takeoff. These are fun. Line up on the runway, brakes on, full power, release breaks and rocket down the runway and rotate in seconds. Well, in a 180HP Piper it doesn't actually turn out that dramatic. Looks good on paper though. I'm told that this is a little more fun when the instructor isn't in the plane with you. Also a turbojet would be nice too.
First short field landing. Line up on the runway and then it's a little like playing pool. You actually have to call your touchdown point and land within 200 feet of the point you pick out. My touchdown point is the runway numbers. I cut the power just over the fence to the airport and guess what? I came down (hard) on the numbers. Full breaking and take the first exit off the runway. Now that's a good time!
Overall I got a C- for the day. C-, my ass, for the first time doing this, I'm bumping it up to a B-.
Flight time: 1.5
Total time: 16.0
Tuesday, January 8, 2008
More Practice
Practice area. Steep turns suck. Touch and gos are marginal. Slow flight is OK. Traffic pattern work is good. Stalls are OK. Radio operations are better.
Attitude today: Grouchy
Flight time: 1.3
Total time: 14.5
Attitude today: Grouchy
Flight time: 1.3
Total time: 14.5
Friday, January 4, 2008
Say What?
Well, the argument can now be made that I can safely fly an airplane. Landing is another issue - but I'm reasonably certain I can get it on the ground - on a runway - without causing injury or property damage. Today was the day that I began to make all of the radio calls.
In all actuality, making radio calls is a little daunting at first. The bottom line is that those guys and gals "up there" in the tower simply want to know three things: 1) Who are you? 2) Where are you? 3) What do you want? Additionally, when they say something to you, they want you to acknowledge that you hear them - often by repeating instructions back. To me, this part of radio communications was fairly simple.
Communication implies that there is a sender and a receiver. Those roles are not static. In other words, one has to both send and receive communications whether you're flying the airplane or parked in the tower cab.
Until now, I have been simply focused on flying the plane. Today, up in the practice area, we would be working on a maneuver and my instructor would say, "Do you see him?" "Do I see whom?" "The last call over the Rio Verde Community?" "Oh, I didn't hear it." "Last call over Rio Verde Community, please repeat..."
Or back at the airport I would hear a terse controller say, "Cherokee 4 1 8 2 Lima, cross midfield at 2700 and enter left downwind for runway 22 left, report abeam tower - PLEASE READ BACK ALL INSTRUCTIONS!" or "Cherokee 8 2 Lima, Falcon Tower, do you copy?"
Seeing a bit of a pattern here - not only do I have to fly the plane, but I actually have to listen too! There is a lot going on up there!
Flight time: 1.7
Total time: 13.2
In all actuality, making radio calls is a little daunting at first. The bottom line is that those guys and gals "up there" in the tower simply want to know three things: 1) Who are you? 2) Where are you? 3) What do you want? Additionally, when they say something to you, they want you to acknowledge that you hear them - often by repeating instructions back. To me, this part of radio communications was fairly simple.
Communication implies that there is a sender and a receiver. Those roles are not static. In other words, one has to both send and receive communications whether you're flying the airplane or parked in the tower cab.
Until now, I have been simply focused on flying the plane. Today, up in the practice area, we would be working on a maneuver and my instructor would say, "Do you see him?" "Do I see whom?" "The last call over the Rio Verde Community?" "Oh, I didn't hear it." "Last call over Rio Verde Community, please repeat..."
Or back at the airport I would hear a terse controller say, "Cherokee 4 1 8 2 Lima, cross midfield at 2700 and enter left downwind for runway 22 left, report abeam tower - PLEASE READ BACK ALL INSTRUCTIONS!" or "Cherokee 8 2 Lima, Falcon Tower, do you copy?"
Seeing a bit of a pattern here - not only do I have to fly the plane, but I actually have to listen too! There is a lot going on up there!
Flight time: 1.7
Total time: 13.2
Thursday, January 3, 2008
New Year's Resolution
It's 2008. My resolution is to become a pilot. Not a student pilot but the real deal. So with this resolve which, quite frankly, is no different than the resolve I had the last time I flew, I head to the airport for some more flying.
Today I learned a practical lesson from pre-flight. We had a huge storm yesterday (in Arizona that means that we had about a quarter of an inch of rain) and I noticed a little water in the fuel samples that I sumped (drained) from the plane. Once we were sure there was no more water in the fuel system, we finished pre-flight and headed out to the practice area.
We practiced slow flight and a few other maneuvers then went back to the airport to practice traffic pattern work and normal approach to landings. Today, however, rather than touch and goes, we performed full stop and taxi back landings. RC wanted to see if I landed the plane differently (softer) when we did full stops rather than touch and gos. Can't honestly say that we validated that hypothesis. I think that he is beginning to get a little frustrated (as am I). He suggested that I schedule a lesson with another CFI to see if they can provide any insight.
Meanwhile, I have been surfing the net and reading every article I find on landing airplanes. The articles describing someone's crappy landings really make me feel better - mine aren't that bad! I mean, I haven't actually damaged an airplane on landing (at least I don't think so).
Best remedy? More practice.
Flight time: 1.8
Total time: 11.5
Today I learned a practical lesson from pre-flight. We had a huge storm yesterday (in Arizona that means that we had about a quarter of an inch of rain) and I noticed a little water in the fuel samples that I sumped (drained) from the plane. Once we were sure there was no more water in the fuel system, we finished pre-flight and headed out to the practice area.
We practiced slow flight and a few other maneuvers then went back to the airport to practice traffic pattern work and normal approach to landings. Today, however, rather than touch and goes, we performed full stop and taxi back landings. RC wanted to see if I landed the plane differently (softer) when we did full stops rather than touch and gos. Can't honestly say that we validated that hypothesis. I think that he is beginning to get a little frustrated (as am I). He suggested that I schedule a lesson with another CFI to see if they can provide any insight.
Meanwhile, I have been surfing the net and reading every article I find on landing airplanes. The articles describing someone's crappy landings really make me feel better - mine aren't that bad! I mean, I haven't actually damaged an airplane on landing (at least I don't think so).
Best remedy? More practice.
Flight time: 1.8
Total time: 11.5
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