Lesson 16: VOR tracking under the hood

Today we killed two birds with one stone, that is we went over how to track different radials on a VOR, which will be useful for my next cross country into Bravo airspace, and I did it while flying under the hood to build instrument time. I have another lesson tomorrow to try and finish up the remainder of my instrument time.

I am starting to feel like I am nearing the end of this journey. I have been studying like crazy for the written exam, which I hope to take next week, and also I have started thinking about getting the hours I need to meet the FAA requirements. So far this is where I am at:

So, it looks like all that is left is my dual XC (which is next weekend), a couple solo XC's, and some night flying...then it will be time to start preparing for the check ride I guess? 

Lesson 15: First Dual XC

Wow! According to my logbook, my last dual flight was 6/20/12, almost a month ago! After a couple reschedules, the day has finally come!

The preparation for the XC started weeks ago. The first step was to meet with my instructor and discuss what he expected from my planning. The second step was to plot my course, and draw it on my sectional map. We were heading from KCRQ to L36, and I would be using a series of airports as my checkpoints along the way. 

Once I had my course planned, my checkpoints chosen, and the weight and balance done, there really wasn't much more that I could do without having weather information, so I waited. I woke up early the morning of the cross country and tried to finish my planning before leaving for my lesson. I got the weather information, and with it, calculated for wind correction, got my ground speed, estimated time en route to each checkpoint, and fuel used. This all took longer then I thought, and I was only able to finish the first leg before I had to leave for the flight school. The second leg would have to be completed when I arrived at the school, which kind of made me feel like a slacker since I had weeks to prepare this.

Once I had both flight plans filled out, I called 1-800-WX-BRIEF for a weather briefing, just to make sure it would be safe for a VFR flight, and that I wasn't flying into anything I shouldn't be. I was in such a rush to finish my planning and get in the air, that I wasn't even nervous to call...which I know I would have been if I had the luxury of time to ponder what I was going to say to these people. The person on the phone was very friendly, and the briefing was pretty easy to understand...more importantly it was reassuring. 

With the flight planning complete, I gave it to my instructor to review. With his approval we were good to go. After so many delays, I had a sinking feeling in my stomach that something would come up, and we wouldn't be able to fly, but nope, not today. I called 1-800-WX-BRIEF again to file a flight plan, and then headed to preflight the airplane. Two hours after my scheduled lesson started, we were finally taxing for takeoff. 

Cross country flying is pretty stressful. You have to maintain heading and altitude, monitor the radio, keep track of time between checkpoints, stare out the window, and constantly look at your map and flight plan. I found it quite difficult to do all these things at once, without finding the plane heading off course, or deviating from my altitude. After a few checkpoints things became a little easier, but right when I was getting somewhat comfortable is when the engine started running rough. We decided to cancel out trip to Big Bear, and divert to the closest airport. This added a whole new level of stress!

The airport we chose to divert to was Redlands, which is right next to San Bernadino, a class D airport. To land at Redlands we first needed to circle over it to try and determine which runway to land at, and which way the traffic pattern went. Next I would need to circle and lose altitude, while staying out of the nearby class D airspace, and staying clear of the mountain ridge. While circling I monitored the CTAF, and declared my intentions on the radio. I came in high and fast for my landing, it was quite embarrassing to land like this in front of my instructor after not flying with him for so long. Diverting to REI was an eye opener. I realized that it was quite confusing, and difficult to land at an unfamiliar airport that you hadn't planned on landing at. 

Once we were safely on the ground, we did a runup and checked to see how the airplane was running. We decided it was safe to fly it back to KCRQ. Before heading home, we took a bathroom break to stretch our legs. It was about 20+ degrees hotter here than it was at KCRQ, which really made it feel like we were far from home...I loved it!

The trip home went a little smoother, since now I knew what my checkpoints looked like. We stayed pretty much on course with my line, but my instructor still constantly made me confirm that I knew we were in the right place, by having me list other landmarks surrounding the main checkpoint. 

Finally I could see our home airport! After another terrible landing we were back at the school. I don't know why I choke with him next to me, but I do...I guess he makes me nervous? The flight was a total of 2.4 hours, and I was charged an additional our of ground time from my instructor...a grand total of $369. I am so happy to have this milestone in the log book, and to finally fly with my instruct again after a month of short, solo flights. The next lesson will be some simulated instrument time, and then after that, another cross country...this time into class B airspace using VFR corridors. Exciting stuff! 

my planned course, which ended up  being diverted to REI

the old 152 sitting in the hot sun at REI

Caught on camera

Well I had to reschedule my cross county flight due to plane maintenance, and I have had to cancel multiple night lessons due to weather...I did get a chance to get some pattern practice in, while my brother was visiting from out of town. He was nice enough to put this video together for me. 

Hopefully I will have some more interesting content next week, when I am schedule to take my cross country flight. 

Just a little update

Hi everyone! Just an update, so you all know I am still alive. 

I have been back from vacation for about two weeks now, and in that two weeks I have only been able to fly once! The weather in San Diego is very overcast in June, but by July its typically cleared up. In addition to the weather working against me, the schools schedule has filled up big time! They have done some of those Groupon, and Living Social promotions, so it has been hard to get a plane. Pretty damn annoying! I also took the SDPD written exam earlier this week, in  hopes of being hired as a police officer, so that was a distraction. I am now fully focused on flying again though, and I am in the process of planning my first cross country flight, as well as studying to take the written exam...plenty of flying related things to do, even if I am not actually flying. 

Hopefully I will have a real update for you Thursday, when I take my cross country flight from KCRQ to L35.

Solo: First journey to the practice area/ first scare in the clouds

Well I am going to be in Mass on vacation next week, so I am trying to get as much flying in as I can before I leave.

Yesterday I took the plane and headed out to the practice area for the first time solo. It was pretty nerve racking. I spent the entire time scanning for other traffic, and only did two maneuvers before heading back. It feels good to know that I can leave the airport, and re-enter the traffic pattern alone...but I definitely need to get more familiar with the area.

Today I took the plane in hopes of getting at least 5 landings in the logbook. The haze from the marine layer was pretty bad off the departing end of the runway, and I actually lost my orientation when on my crosswind leg. I decided it was too sketchy for me and made my second landing a full stop. I was hoping to get some landing practice, but I am actually kind of happy that I had a scare in the clouds.

Well I only racked up 1.3 hours in the last two days, but that's better than nothing...especially considering I logged them while on my lunch break from work. I spent $117 to get those hours, and now I am off on vacation. I wish I could log the 6 hours from this Jet Blue flight I am about to take...wouldn't that be nice?

Lesson 14: Ground reference maneuvers, hood flying

Well I should be flying solo more, but its very difficult with my work schedule. Up until this point I had reserved a plane and instructor from 4:30-6:30 and flew after work. The problem I am facing now is that the school closes at 5:00, so if I don't have an instructor with me than no one is at the school...thus, I cant fly that late. With this predicament I decided just to book another lesson with Kam...its not solo time, but its better than not flying at all.

The lesson was real quick. I did some flying under the hood, and then some ground reference maneuvers. It felt like ages since I had last had to do these maneuvers, but somehow, against all odds, I managed to nail them.

And just like that the lesson was over, 1.0 on the hobbs. Kam wants me to go fly solo a few times before we have another lesson. I guess I will have to try to sneak out of work at lunch, or maybe leave an hour early to get some flying time in before I have to leave on my vacation back to Boston in June. Wish me luck.

P.S. Sorry if the blog is getting boring, the lessons at the moment are just about repetition, review, and building confidence. Once I get past this stage its on to some night flying, and cross countries...then I will have something to write about!

Lesson 13: VOR navigation

It seems like all i have been doing lately is flying in the pattern, and practicing takeoffs and landings, so it was nice to get away from the airport and head to the practice area for some review. We reviewed steep turns, and some stalls. It seems like its been forever since I last did these maneuvers.

After some review, Kam taught me how to use VOR to navigate. It was actually a great day to use it too, since the sky was very hazy, and visibility was not too good. I found the explanation on how to use the VOR a little confusing, but once you actually go through the process, its quite simple. We followed the VOR to the coast, and then called the tower for permission to enter back into class D airspace. Kam landed the airplane, since there was a pretty large jet on our tail.

For my next time out, Kam wants me to take the plane to the practice area solo, but I think I will have Kam show me one more time how to get there properly, since I am a little unsure about what altitudes I should be at when practicing maneuvers out there. Kam also wants me to get the written test out of the way as soon as possible. I have been trying to read along according to the Jeppesen syllabus to prepare myself for this, but I still feel completely unprepared. I guess for the next couple of weeks I will be watching my Sporty's DVD until my eyes bleed, and taking online practice tests. In addition to flying, I have been studying for the police officers exam, which I will be taking in June. There is a lot of information going into this head, but I am not sure how much is actually sticking.

I have friends from out of town staying with me this Memorial day weekend, and then I am flying back to Boston the week after, so I am going to have to try and squeeze in some flying wherever I can these next two weeks...cant let myself get rusty now!

Today's lesson was 1.3 hours on the hobbs, and 1.4 ours of instruction...a total of $180.

I can't stop laughing!

My cousin who is an experienced skydiver posted this picture, and now I cant stop laughing.

Solo: I think the tower is messing with me?

So today was my first day entirely on my own. It was such a weird feeling getting into that plane, and not having someone next to me while I checked the ATIS, or did my runup...but it was nice too...I felt comfortable.

The plan today was to practice my landings. I have the flair down pretty well, but my approaches are all over the place...very frustrating! When I asked tower for permission to takeoff, I added that I was a student pilot...I am not sure if this helped me or hurt me, and you'll see why.

I only made 4 landings today, and in these 4 landings the tower made me:

• Extend downwind to follow traffic twice
• Extend my departure leg
• Fly a left traffic pattern twice (at a right pattern airport)
• Perform a go around to allow a helicopter to land

So, the question is...did the tower do this to mess with me because I am a student? I doubt it, but it was definitely odd. I am glad it happened though, because it was great practice. Now I have no what ifs to worry about for the next time I solo in the traffic pattern, because I have just about done it all now. Oh, and my approaches are starting to click. I made the point to focus outside the airplane more, and not so much at the instruments...this made my landings much easier, and more consistent. It was a great day!

I only got to spend 0.8 hours in the airplane, which cost me $72...much more affordable then my typical lessons with an instructor. I think I am going to like this!

And with that, the first page of my logbook is filled out

Lesson 12: Soft/ short field takeoffs and landings

Today we practiced short field takeoffs and landings, soft field takeoffs and landings, and even gave precision landings a try.

Both the short field, and soft field takeoffs were pretty fun. The short field takeoff requires you to put the throttle all the way in, while you hold on the brakes. Once the engine is at full power you can let go of the brakes. The goal is to have the plane get up to climbing speed as soon as possible. Soft field takeoffs require that you do not stop between taxing and taking off...you want to keep the plane rolling. Also required in soft field takeoffs is that you keep the nose wheel off the ground until the plane lifts off the ground, and once the plane lifts off the ground you want to keep it in ground effect until you have enough airspeed to start your climb.

The landings on the other hand were not as fun. My landings need a lot of work as it is, so adding more rules to the mix didn't help. Soft field landings require that you can nail your glide path and airspeed, something I cant do very well yet. Soft field landings are a little more forgiving however, all you need to do different here is keep the nose wheel off the ground, and add a little power once the main wheels touch down...this prevents your airplane from sinking into a soft runway.

We also squeezed in a precision landing today...and boy was it a disaster. The goal here is that you set power to idle, and set the perfect glide path once abeam your touch down spot. You are suppose to be able to land your airplane perfectly without having to add any power. Obviously I failed miserable at this. I came up well short of the runway and had to add power. Once over the runway I dropped my power, and with it my airplane. We dropped about ten feet onto the runway....ouch!

Well that was it for the day. Now I have more things I can practice in the pattern...although for now I think I will just work on normal landings, and takeoffs. I booked the plane for my first full solo flight on Wednesday...if you don't see any updates after this, than that means I am probably dead...but don't let my death discourage you from continuing your training...you'll probably be fine!

Today we spent 1.4 hours in the plane for a total of $198 for the rental and instruction.

Don't you just feel like this some days?