Touch & Gos

More landings. Better - not great but better.

Flight time: 1.2

Total time: 32.4

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Stall?

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

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

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?

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

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...

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

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

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?

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