I've had another long period of no flying. This time it was because of work and vacation. But I went flying today.
Reading my last post, I see that I mentioned how nice a day it was for my last flight. This day was even nicer. The heat of Summer is gone and today was the first cool morning of the season. For most of the flight, the air was as smooth as glass. But I'm getting ahead of myself.
I think I have the preflight checks down. We did that uneventfully and then had a very hard time starting the motor. We finally got it started and then I taxied to the runup area. We did our runup checks, got our tower clearance, and I taxied onto the runway and throttled up to full and we took off. CFI had me pulling back on the yoke to take off and I guess I was again too timid with it. But we got into the air and made our turn on course. It was then that I noticed how easy it was to maintain course and altitude. The plane wasn't getting bounced around at all.
When we arrived in the practice area, I made some 20-degree turns and held altitude pretty well. Then we did some slow flight. It was easier than last time, probably because of the calm air. I held altitude well and even did a couple of shallow turns. Then, we did stalls, power on and off. Recovering was pretty easy but I'm a little worried that I'm not really feeling the expected control buffet. That was all review of last time. I noticed that I had to really haul back on the control yoke to get it to stall. It was pretty tough to hold it back for that long.
Then I did some steep turns. Again, I was able to hold altitude well and even felt my own turbulence when I completed the turn, having gone full-circle. So the maneuvers were a lot easier for me this time.
Then we did some S-turns. I found the arcs to be smaller than I was expecting. And we finished up with turns around a point. This one was tough for me because I wasn't able to hold altitude well at all.
That was it. We called it a day, and I flew back to the airfield. The temperature came up while I was doing my maneuvers and it was becoming ever more turbulent. By the time we approached the field, we were getting bounced around a lot. It was hard to line up on the runway and we were all over the place. It made for an interesting few final seconds and a relatively solid touchdown.
So overall, it was a good day, I didn't regress after such a long layoff, and it was just plain fun.
Monday, September 17, 2007
Thursday, July 12, 2007
Lesson 3
After a long delay (2 out-of-town trips by me and 1 by my CFI), I finally got around to my second flight today. It was a beautiful day, quite rare for the middle of July in Virginia.
We went out to the plane, did the preflight checks, and started up. This time the radio worked fine and our ADIZ flight plan actually arrived in the tower in a timely manner. So we were able to taxi right out to the run-up area. I found it much easier to taxi this time and I mostly stayed on the center line. We did our run-up, everything looked good, and we proceeded to the hold short line. The tower cleared us for take-off and I steered us onto the runway.
I was surprised that the CFI just told me to advance the throttle to full and, with his prompting (and with him on the controls too), I steered the plane down the runway and pulled back on the yoke and we were flying. Of course I didn't put any right-rudder in (to counter p-factor and torque) until he told me to do so, resulting in a crooked path in the air. I was also a bit timid on the amout to pull back so he had to prompt me to establish a higher rate of climb. The tower told us to turn left, I turned on course, and we departed the area.
After about 15 minutes of flying, and climbing to 2000 feet, we arrived in the practice area. He kept telling me to establish a pitch attitude during climbs where the cowling appeared to be about even with the horizon. My climb attitude was consistently too shallow so there's an item for me to work on.
I did a couple of 10 degree turns left and right, then a couple of 20 degree turns, and then I tried steep (45 degree) turns for the first time. On the steep turns I was surprised at just how much it seemed we were tipped over. It was challenging trying to hold altitude. Of all of the maneuvers today, the steep turns gave me the most trouble (from a comfort/confidence point of view that is). It was cool to look out the side window to see how tight the turn was, how we seemed to have the wing pointed to one spot on the ground.
And then we did climbing turns, which went OK. Then, slow flight. We did a bit of that last time, but this time we did a lot more of it. So I throttled back and maintained altitude, with the nose pitched way up. Then we did it again, using 1 notch of flaps, then 2, then full flaps. Then I tried throttling well back, too much to maintain altitude, and tried to maintain altitude until the stall horn sounded, which was my cue to add power. That went well. Then we tried slow flight with the stall horn sounding continuously. I couldn't quite get it.
Next, stalls... My CFI demonstrated a power on stall, followed by a power off stall. On the power off stall, it felt like we suddenly dropped like a stone, but only briefly. I did a power on stall myself and recovered. I was expecting more vibration or buffeting.
Then we called it a day, and I headed back to the airport. I descended to pattern altitude near the airport, turned final, and with the CFI's help, got it lined up and on a stabilized descent. We were initially high so we put in full flaps and sank faster. I had a hard time keeping it on the center line, but it was surprisingly easy to establish a descent in which the runway simply grew in the windshield. Then we wound up low, he added power, and we set it down. I taxied to the parking spot and we shut down, tied up, and went inside.
This time I used the rudder a lot. It was surprising how much the rudder helped to establish turns. The weather was great, much smoother than last time, and that made it a lot easier to maintain course and altitude. I didn't chase the needles nearly as much. All in all, this lesson was fun, much more like the experience that I was hoping for when I first contemplated taking lessons.
For this lesson, I logged one hour.
We went out to the plane, did the preflight checks, and started up. This time the radio worked fine and our ADIZ flight plan actually arrived in the tower in a timely manner. So we were able to taxi right out to the run-up area. I found it much easier to taxi this time and I mostly stayed on the center line. We did our run-up, everything looked good, and we proceeded to the hold short line. The tower cleared us for take-off and I steered us onto the runway.
I was surprised that the CFI just told me to advance the throttle to full and, with his prompting (and with him on the controls too), I steered the plane down the runway and pulled back on the yoke and we were flying. Of course I didn't put any right-rudder in (to counter p-factor and torque) until he told me to do so, resulting in a crooked path in the air. I was also a bit timid on the amout to pull back so he had to prompt me to establish a higher rate of climb. The tower told us to turn left, I turned on course, and we departed the area.
After about 15 minutes of flying, and climbing to 2000 feet, we arrived in the practice area. He kept telling me to establish a pitch attitude during climbs where the cowling appeared to be about even with the horizon. My climb attitude was consistently too shallow so there's an item for me to work on.
I did a couple of 10 degree turns left and right, then a couple of 20 degree turns, and then I tried steep (45 degree) turns for the first time. On the steep turns I was surprised at just how much it seemed we were tipped over. It was challenging trying to hold altitude. Of all of the maneuvers today, the steep turns gave me the most trouble (from a comfort/confidence point of view that is). It was cool to look out the side window to see how tight the turn was, how we seemed to have the wing pointed to one spot on the ground.
And then we did climbing turns, which went OK. Then, slow flight. We did a bit of that last time, but this time we did a lot more of it. So I throttled back and maintained altitude, with the nose pitched way up. Then we did it again, using 1 notch of flaps, then 2, then full flaps. Then I tried throttling well back, too much to maintain altitude, and tried to maintain altitude until the stall horn sounded, which was my cue to add power. That went well. Then we tried slow flight with the stall horn sounding continuously. I couldn't quite get it.
Next, stalls... My CFI demonstrated a power on stall, followed by a power off stall. On the power off stall, it felt like we suddenly dropped like a stone, but only briefly. I did a power on stall myself and recovered. I was expecting more vibration or buffeting.
Then we called it a day, and I headed back to the airport. I descended to pattern altitude near the airport, turned final, and with the CFI's help, got it lined up and on a stabilized descent. We were initially high so we put in full flaps and sank faster. I had a hard time keeping it on the center line, but it was surprisingly easy to establish a descent in which the runway simply grew in the windshield. Then we wound up low, he added power, and we set it down. I taxied to the parking spot and we shut down, tied up, and went inside.
This time I used the rudder a lot. It was surprising how much the rudder helped to establish turns. The weather was great, much smoother than last time, and that made it a lot easier to maintain course and altitude. I didn't chase the needles nearly as much. All in all, this lesson was fun, much more like the experience that I was hoping for when I first contemplated taking lessons.
For this lesson, I logged one hour.
Saturday, May 19, 2007
Lesson 2
On Thursday of this week, I went out to the airport for a lesson. I had a short discussion with the instructor about what we would do. We then went out to the plane, went through the preflight checks, and then started it up.
The parking brake was off so the plane started rolling forward as soon as the engine started. Both of us stomped the brakes before the plane could go very far. Then there was a problem with the radio. The instructor kept calling the tower, but I heard nothing in my headset. In fact, we heard nothing at all on the radio. The instructor kept fiddling with the radio until finally we heard the tower again. Apparently the tower had heard us make the calls because the controller asked us if we had our radio issues worked out. The instructor advised him that we did. Then there was a problem with the flight plan. To fly in the DC ADIZ, we have to be on a flight plan (not the usual cross-country variety of flight plan) in which the controller gives us a transponder code. The tower had not yet received the flight plan that the instructor had filed. Apparently the transition from FAA flight service stations to contractor (Lockheed-Martin) consolidated service was not especially smooth. Just as we were about to try to call on the phone, our flight plan showed up in the tower.
Once the instructor had us rolling, he had me steer the plane down the taxiway. I've read plenty about how it takes some getting used to steering with the toe brakes. It's tricky. I had a hard time keeping the center line of the taxiway until I throttled back to reduce speed. We went to the runup area, checked the magnetos and carb heat, saw the expected RPM drops and then I pulled up to the hold-short line for 34R.
The tower cleared us for takeoff and the instructor piloted the plane into the air. Once clear of the end of the runway, he turned us left and we headed for the practice area near Culpeper. He handed control to me and I was flying for the first time in 20 years.
I practiced straight and level flight to maintain altitude and heading. I practiced shallow turns to a heading. I found it difficult to fly smoothly because the plane was getting tossed around a bit - the air wasn't smooth. Every time I got to the right heading and altitude, a gust would tip a wing and I would correct and during the correction I would climb or descend. Staying at a constant altitude was a chore. I was chasing the needles. I also practiced maintaining an airspeed with a constant throttle setting. At 80mph (not knots) I was trying to manage speed by changing pitch.
Then we did steeper turns - 30 degrees. Once again, I had a tough time maintaining altitude. I've read about using the rudder in turns but I was just too busy to even try. Then we called it a day and headed back to Manassas. I got to fly simply by holding a heading and altitude. The workload was lower so it was much more enjoyable. I actually had time to look around and see the things on the ground. The instructor landed the plane, I taxied back to the parking area, we tied it down, and we called it a day.
Initial impressions...
The air was bumpier than I expected. I didn't get airsick at all but the bouncing around makes it hard to hold a heading and altitude so the workload is higher than I was expecting. Now I'm wondering about doing all of that while also navigating and watching for traffic and monitoring the radio. I didn't even try to look for traffic during this lesson because I was so busy just trying to control the plane.
When it was all over with and I wrote the check to the instructor, the bill was higher than I expected because we spent a lot longer doing this than I had anticipated. It was only 1.08 hours of tachometer time, but the ground time added up. If this is typical, I'll run out of money fast.
Taxiing the plane was a lot easier after the flight. Either I got better at it, or the nerves were calmer, or maybe both.
For this lesson, I logged 1.2 hours.
The parking brake was off so the plane started rolling forward as soon as the engine started. Both of us stomped the brakes before the plane could go very far. Then there was a problem with the radio. The instructor kept calling the tower, but I heard nothing in my headset. In fact, we heard nothing at all on the radio. The instructor kept fiddling with the radio until finally we heard the tower again. Apparently the tower had heard us make the calls because the controller asked us if we had our radio issues worked out. The instructor advised him that we did. Then there was a problem with the flight plan. To fly in the DC ADIZ, we have to be on a flight plan (not the usual cross-country variety of flight plan) in which the controller gives us a transponder code. The tower had not yet received the flight plan that the instructor had filed. Apparently the transition from FAA flight service stations to contractor (Lockheed-Martin) consolidated service was not especially smooth. Just as we were about to try to call on the phone, our flight plan showed up in the tower.
Once the instructor had us rolling, he had me steer the plane down the taxiway. I've read plenty about how it takes some getting used to steering with the toe brakes. It's tricky. I had a hard time keeping the center line of the taxiway until I throttled back to reduce speed. We went to the runup area, checked the magnetos and carb heat, saw the expected RPM drops and then I pulled up to the hold-short line for 34R.
The tower cleared us for takeoff and the instructor piloted the plane into the air. Once clear of the end of the runway, he turned us left and we headed for the practice area near Culpeper. He handed control to me and I was flying for the first time in 20 years.
I practiced straight and level flight to maintain altitude and heading. I practiced shallow turns to a heading. I found it difficult to fly smoothly because the plane was getting tossed around a bit - the air wasn't smooth. Every time I got to the right heading and altitude, a gust would tip a wing and I would correct and during the correction I would climb or descend. Staying at a constant altitude was a chore. I was chasing the needles. I also practiced maintaining an airspeed with a constant throttle setting. At 80mph (not knots) I was trying to manage speed by changing pitch.
Then we did steeper turns - 30 degrees. Once again, I had a tough time maintaining altitude. I've read about using the rudder in turns but I was just too busy to even try. Then we called it a day and headed back to Manassas. I got to fly simply by holding a heading and altitude. The workload was lower so it was much more enjoyable. I actually had time to look around and see the things on the ground. The instructor landed the plane, I taxied back to the parking area, we tied it down, and we called it a day.
Initial impressions...
The air was bumpier than I expected. I didn't get airsick at all but the bouncing around makes it hard to hold a heading and altitude so the workload is higher than I was expecting. Now I'm wondering about doing all of that while also navigating and watching for traffic and monitoring the radio. I didn't even try to look for traffic during this lesson because I was so busy just trying to control the plane.
When it was all over with and I wrote the check to the instructor, the bill was higher than I expected because we spent a lot longer doing this than I had anticipated. It was only 1.08 hours of tachometer time, but the ground time added up. If this is typical, I'll run out of money fast.
Taxiing the plane was a lot easier after the flight. Either I got better at it, or the nerves were calmer, or maybe both.
For this lesson, I logged 1.2 hours.
Saturday, May 12, 2007
Lesson 1
I encountered lots of delays before getting to my first lesson. It took a while to work out a meeting with my prospective instructor and then there was a problem with the paperwork for the plane.
On Wednesday of this week, I went out to the Manassas airport and we had our first meeting. We went through some administrative items and then we went out to the airplane for familiarization. It's a Piper Cherokee Warrior PA28-151. It looks to be in fine shape from the exterior. Inside, it's showing it's age. The controls and instrument panel are showing 30 years of use.
We went through a full preflight checklist and then we sat in the airplane. I wanted to test my headset that I bought on eBay. We tested the headset by listening to the ATIS. The headset works. But according to the ATIS, visibility was good, but the ceiling was below VFR minimums so we didn't fly.
On Wednesday of this week, I went out to the Manassas airport and we had our first meeting. We went through some administrative items and then we went out to the airplane for familiarization. It's a Piper Cherokee Warrior PA28-151. It looks to be in fine shape from the exterior. Inside, it's showing it's age. The controls and instrument panel are showing 30 years of use.
We went through a full preflight checklist and then we sat in the airplane. I wanted to test my headset that I bought on eBay. We tested the headset by listening to the ATIS. The headset works. But according to the ATIS, visibility was good, but the ceiling was below VFR minimums so we didn't fly.
Thursday, February 22, 2007
Aviation Medical Exam
After a routine physical exam with my regular doctor, I started watching my diet and my weight. I haven't had any fast food, soft drinks, alcohol, candy, or ice cream since that exam. I ordered a blood pressure monitor and my BP has consistently been within the limits necessary to pass the aviation medical exam. I've been exercising 4 to 5 days a week and I've lost 10 pounds.
I found an aviation medical examiner (AME) through the Student Pilot web site. And I passed the exam today. Now I have my medical certificate, which is a prerequisite for solo flight.
My next step: finding a certified flight instructor.
I found an aviation medical examiner (AME) through the Student Pilot web site. And I passed the exam today. Now I have my medical certificate, which is a prerequisite for solo flight.
My next step: finding a certified flight instructor.
Monday, January 15, 2007
Physical Exam
I've been thinking about taking flying lessons ever since my grandfather took me flying in a tiny Cessna. That was more than 20 years ago and I just kept putting it off because of the expense and time commitment. But I've decided that I don't want to wait any longer. Maybe it's my midlife crisis.
So I've done some reading and I see that I need to pass a physical exam, which must be conducted by an Aviation Medical Examiner (AME). My regular doctor is not an AME, but if I have any medical problems, I would prefer to have my regular doctor to find them.
Well, I took the physical exam with my own doctor last week and I got a clean bill of health, except... He tells me that my blood pressure, while not dangerously high, was higher than it should be. And my cholesterol levels are high.
Great. Well now I have a problem. While neither condition appears to disqualify me from flying, they are serious and I need to address them. So, diet and exercise, here I come. I already exercise regularly so that's not anything new. I guess I'll have to eat less (I'm about 10 pounds heavier than I like). And I'll have to eat less junk. Now my goal is to lose the weight, watch my blood pressure (I ordered a monitor), and try the aviation medical exam sometime next month.
So I've done some reading and I see that I need to pass a physical exam, which must be conducted by an Aviation Medical Examiner (AME). My regular doctor is not an AME, but if I have any medical problems, I would prefer to have my regular doctor to find them.
Well, I took the physical exam with my own doctor last week and I got a clean bill of health, except... He tells me that my blood pressure, while not dangerously high, was higher than it should be. And my cholesterol levels are high.
Great. Well now I have a problem. While neither condition appears to disqualify me from flying, they are serious and I need to address them. So, diet and exercise, here I come. I already exercise regularly so that's not anything new. I guess I'll have to eat less (I'm about 10 pounds heavier than I like). And I'll have to eat less junk. Now my goal is to lose the weight, watch my blood pressure (I ordered a monitor), and try the aviation medical exam sometime next month.
Sunday, January 7, 2007
A Walk in the Park
Well, now that I have a blog, I suppose I should post something... There's nothing of note going on now, so I'll start with a note about a past vacation.
During a Christmas trip to Sedona in 2005, I went hiking a few times. One of the trails that I took went into a valley that led to Vultee Arch.
During a Christmas trip to Sedona in 2005, I went hiking a few times. One of the trails that I took went into a valley that led to Vultee Arch. Continuing beyond the arch, the valley turned into a draw and the trail began to climb. After a lot of walking and climbing, as I neared the top of the narrow Sterling Pass, I went through this cool grove of trees. 
There was just enough room for me to walk upright under these trees that were all bent in the same direction. Shortly thereafter, I reached the pass, crossed over to Oak Creek Canyon, and descended along a steep trail to the highway.
There was just enough room for me to walk upright under these trees that were all bent in the same direction. Shortly thereafter, I reached the pass, crossed over to Oak Creek Canyon, and descended along a steep trail to the highway.
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