So yesterday I was zinging along with the petal to the metal doing 130 knots or so. Pilot in command, controlling my own destiny, on my way to OK to have some lunch with my awesome copilot. Today I'm over New Orleans on my way to FL at 39,000 ft doing 650 knots and it's not nearly as cool. I'm not squashing the petdals, I'm not yanking nor banking. I guess first class makes it worth it, but having the yoke in your hands is many many times better than any first class seat.
Yesterday was a bad/scary day for 49G. This happened at Decatur, KLUD, and had the runway closed for a big chunk of the day. I don't have any solid info on what happened but it was on roll out and not actually landing. Should find out more info next week from the Pilot himself. Just glad his OK. Airplanes can be replaced.
Wow, That's pretty sad. Only 13.8 flight hours in the past 12 months. I really really need to fly more. I think the uncertainty on the job front is the cause for this lack of flight time. Well that and yen years of home maintenance happening all at once. When I get through this tough period I plan on pushing the hours way up. I want to get to 200 hours in the next two years. Then it's my complex endorsement and I'm on the the Bonanza.
I think I've sold another share this week. It's not final yet, but he's agreed and the club is voting right now. I'm still not very good at the sales part of this position, but I'm learning. It's hard work. Hopefully we can finalize this next week. Then it's on to the next share.
I am really needing to go fly. I'm still needing to get a flight review before I'm legal again. It looks like I finally have it scheduled for next Thursday. I think I'll just flip flop some days off to get Thursday off. Vacation is also an option.
Bad situation + Very good pilot = A happy ending.
So I'm still waiting for 5WB's new engine. It's been sitting in the hangar for nearly a month now. Half disassymbled. The cowls are off, I believe at least one cylinder is off and everything is covered up. Pretty sad actually. We should be getting the new engine any day now. I was thinking about going down and talking with Gary personally. Getting info straight from the horses mouth so to speak. Anyway....
Very cool vido in HD.
Here are just a couple of examples.
Today mother nature was a bit more accommodating than she had been the past couple of times I'd tried to fly. I got out to the airport a bit early. I had time to pre-flight and stop by the FBO to grab a AFD and something to drink well before John the instructor got there.
We did about an hour or so of ground training. I can't say I learned a lot, but I had a lot that was reinforced so that was good. All of our ground work went smoothly. We got started up, taxied out, contacted ground, did our runup and was ready to go.
We were cleared for take off and we were off. Felt really good to get back into the air. The first thing I notice after getting a little distance from the ground was that I'd planned on climbing out at 110mph but with even a shallow climb I was indicating about 70mph. This was strange but everything looked ok so we continued. As we climbed picking our way through the clouds we were full throttle and should have been climbing at 100-110mph but were indicating closer to 65mph.
Everything looked pretty normal while we were doing some slow flight maneuvers and stalls. I did notice it took a TON of right rudder to keep it pointing straight but that seemed to fix itself. Could have been just weird winds. We flew out to Gainesville, KGLE, for some landings. The instructor decided to do the first landing to kind of show me what to look for. That's when things go weird. On pretty much the entire approach and landing we were riding the stall horn even though we were indicating 80mph. The plane was mushing really bad so we knew we were slow. The instructor said it just felt wrong. I was up next and he was right. On my landing we got real wobbly. That's normally a sign of being slow and just above a stall for a long period of time. I was indicating 85mph while this was going on. After landing we checked a couple of things. We decided we'd fly the approach at 110mph to see if that would seem fast or not. On climb out our airspeed went from 60 or 70 down to zero then after a few seconds it went up to 90mph where it should have been.
After a couple of trial an error landings we found that if we kept about 95mph that would actually be about 70mph and allow us to land fairly normally. Even with all that figured out, the gusty winds made landing a bit tricky so not a lot of learning was happening on this day.
So with all that we headed back for Denton. Was a fairly uneventful return and landing. I was able to find my way back to the hanger without getting lost, BONUS! Got refueled and put back into the hanger all nice and neat. It was a fun flight. And even though we had some issues I did learn a lot. And most importantly I got some confidence that I'd been lacking.
I was asked this past week what obscure aviation fact I was learning that day. I said I wasn't just learning an obscure fact that day, i'd been learning them all week. I'd been learning TOMATO FLAMES, FLAPS, ABCDE, UNOS, ANDS, ARROWE and AV1ATES. These are Mnemonics for minimum equipment, night minimum equipment, engine out procedures, mag compass errors, required documents, and required inspections.
Temperature sensor (liquid-cooled)
Oil temperature (air cooled)
Landing gear position
Fuses (spares) or circuit breakers
Landing light (if for hire)
Source of electricity
Best place to land
Weight and Balance
Today was a continuation of chapter two. Basicly at this point they aren't concentrating on take offs and landings, or even the specifics of legal aviation, but more of just the physics of flying. You get in your car and just drive right? That's what they are trying to teache to do in the airplane. Just get in and fly without thinking about it. I'm making progress towards that goal.
So today we flew north to prosper, of course, and did some turn climb and decent training. We worked our way north until we were near Sherman. Once in site of Sherman we landed. We took a look at all the flight services. While we were there we took a look at an old apache that was parked in the weeds rotting away. I've got a video of it that should be up shortly. We the jumped back in and headed to mckinney where we did a couple of touch and go's. It was pretty windy today so I didn't get to do any of the landings.
I've been assinged chapter 4. We skipped 3 since it's a sim lesson. I'm scheduled for next friday at 1. Can't wait.
UPDATE: Here is the video of the apache. http://www.youtube.com/watch?v=QWarzq4mtp8 This airplane is N1065P. A Piper PA-23 Apache built in 1954. In 1969 it was involved in an inncident where it lost an engine and was landed gear up in Plainview, TX. I'm sure it was fixed up and lived a long life. At some point it was parked at Sherman Muni where it's set for what appears to be a number of years. The current cert was issued in 2008 so I know that someone know's it's there. I'm guessing they just don't care. :(
Today I went for my first official, on the record, lesson. My homework was basically to just read chapter one and do the quiz at the end of the chapter. If you know anything about flying this chapter is pretty easy. I can't really think of any part of it that was actually tough. Maybe some of the P Factor or gyroscopic effect stuff, but other than that. Easy... Ground training went pretty smooth. We went over the answers to the quiz to make sure I not only go them right but understood them as well. Didn't really take very long then it was off to fly.
Today we were is N2649J. It's a 1998 172R. Not real sure of it's hours, but lets just say it's well broken it. Preflight was uneventful. One annunciator light was burned out but other than that. Good to go. I did all the taxi out but the tower was in a hurry to get us airborne that my instructor handled the takeoff so we could get going quickly.
We did climbs, descent, climbing turns, descending turns, slow flight, and flying around a point. Since we didn't get to do the takeoff at Addison we landed, taxied, and took off at KHQZ Mesquite Metro Airport. There were a few other airplanes in the pattern which was good experience in finding traffic and dealing with unmanaged airports.
By the time we headed back to Addison it was starting to get a little windy. I think by the time we landed it was 15 Gust to 21 or 22 knots. Just a bit of cross but with the gust it was a little interesting. Approach and final was pretty good. I got a little low once but it was easily corrected. Actually it was looking like a pretty landing all the way till the end. With all the wind I was constantly fighting to keep on course. Right as we went over the overrun I pulled it back to idle. Just as we were about to touch down we hit a big gust. I handled the gust pretty good but fell into a hole behind the gust. Slammed it on the ground kinda hard and bounced a bit but I managed to catch it and the second landing wasn't too bad.
We taxied back to the hanger and parked it. Ten minutes more of ground training and we were done. All and all I think it was a pretty successful lesson. I'm definitely hooked. Can't wait until next time.
Today I was scheduled for my flight "physical". Since I had already gotten the FAA release it was pretty much just a formality. The hardest part was the drug test. I've never had issues peeing in a cup but for some reason today my body wasn't cooperating. After a couple of bottle of water and nearly an hour of waiting, well let's just say I passed. He signed my physical and issued me my students license right there on the spot.
I headed straight to the airport after leaving the flight doc's office. Signed a couple of papers and recieved my books. So, long story short, I have homework. I've got until next Friday to have at least lesson 1 done. Lesson 1 and 2 would be best. After a quick look at the lesson it should be pretty easy. I think I can pass the test without even reading the chapter but I'll read it none the less. I'm sure there is something in there I don't know. And it begins....
So today i recieved my FAA release. This means that now if I can pass the standard physical I should be good to go. I've got a appointment on Friday for that. I'm going to take it extra easy until then, ya know, for my hernia's sake. I'm not sure if I'm cleared to start flying on Friday or if it's two weeks from Friday. I'll clear up these questions at the physical. I know this is just a small bit of progress but at the same time it's huge. Plus I've been waiting to see any movement. And this is it... Yeah me.
So I finally got all the paperwork turned into the flight doc yesterday. I'm unsure if he needs to see me again or not. I think there is still a drug test to do but other than that I think it's ready for the FAA. I'm sooooo ready to get off the ground.