No I'm not Dead (Just Been Napping)

If you look carefully, you will see that I have not updated here since July. I've had my reasons. Mainly the FAA and some health issues but I will find out very soon about the FAA issues. Other issues include my job, which has consumed me. Sometimes I wonder if I ever get to come home and leave it behind but I do see a light at the end of the tunnel. I now have the good fortune to have a full time programmer working with me that has made life better and worse for me. It's the classic saying of be careful of what you wish for, it may come true.

I have been doing some flying just to stay current but until I get a medical, I can't do much more that fly to stay current (that is muscle memory current). That said, all I can do is wait. I talked to the FAA last week and they were reviewing my case that day.

I want to shift gears a little bit and do some changes here. I'd like to make this a little more broad than just flying. As anyone who knows me will tell you, I like to eat. So in my flying journeys, one of the criteria for flying somewhere is usually food, no, good food. I may run into some place around here that maybe some other pilots might like to visit so I'd like to talk about some of those adventures too.

Since we are on the subject of food, we decided that we wanted to start the new year out visiting someplace new. I like to watch Diners, Drive Ins and Dives on the Food Network. We have been looking for some local places that Guy has visited and we came across the Twisted Root Burger Co.


We decided to head out for a New Years Day lunch there. If you want a good burger from a couple of guys who went to culinary school, then this is the place for you. They season and press the patties every day along with making their own root beer, chipotle ketchup, BBQ sauce and pickles. My wife loves pickles and could not stop eating them. She had the cheeseburger and I had a regular burger. We both loved the burgers and curly fries (made fresh every day too). Anna had a grilled cheese sandwich (no surprise). I ended up finishing off her grilled cheese for her and it was awesome.

If you are ever in the Richardson or Deep Ellum area, you have to give this a try. I've linked to the websites in case you want to check it out.

Happy eating.

Will It Ever End

I guess by now everyone thinks that I will never get finished. I have
to admit that I was one of those for a while. This whole thing with my
medical just won't stop. As I said in a previous post, I'll explain
more later. To make it all even worse, I now have to take the written
test again now because it is only good for 2 years and as of May 30,
my 2 years were up. So now I have had to dig up all of my study
materials and begin that process again.

On a side note, for anyone who is getting ready for their written
test, there is a great tool for you to use on the web. The URL is http://www.exams4pilots.org/ and it is a wonderful resource of all of the questions on the written test that can be timed and graded. I highly recommend that you have the actual printed supplement because you do have to measure distances, angles and so forth that you just can't do on a screen.

To get over the extra added work I now have to do, I finally found
time to go fly on July 3rd. I can't go early in the morning anymore
because I have a job where I have to go into the office everyday. I
could go in late and get away with it but I just laid off for a month.
The biggest reason I need to go in the morning is that it is
summertime in Texas and it has been anywhere from 100 to 103 for the high temps lately. With our cap that is in place to cause the high temps, you have to get up to about 5,000 feet to get any relief.

When I finally was able to go flying, I made sure that we went early.
Too bad I didn't go ay earlier as I could have had a little more
relief. I made reservations from 9 AM - 11 AM and by the time we got
through a couple of squawks, we finally were able to get in the air
about 9:40 AM. The wind was light and I couldn't see a cloud anywhere.

Since I needed to get back in the saddle, I needed to work on my
landings. So we stayed in the pattern with a Kingair doing touch and
goes. Finally I asked Richard if we could go to Rockwall to do some
T&Gs. Rockwall's runway is only 3,373 X 45 feet with a 30 foot
obstruction on the North end (Power lines). On top of that, the runway
has a crown in the center so when you flare, you have to flare uphill.
So it make for a good place to practice your short field landings over
an obstacle. I actually did a soft field over an obstacle because I
was feeling so good.

After that we went back to McKinney and we number 6 to land. I had to extend my downwind all the way to the outer marker because of all of the traffic.

I need to go some more but I am still swamped at work and it is hard
to balance work, family, workouts and flying. I'll keep looking for a
way to make it happen.

My E-Logbook

The Final Push

The past month has been medical hell. I'll put up a post about it later but I finally started flying again. I have until the end of the month to get this completed or I have to take my written test over.

We started out as if this were the practical portion of the flight. As I finished the pre-flight, I was getting ready for the cockpit portion of the pre-flight and I made sure that Richard had his seat belt and harness on. I also gave him the pre-flight briefing and exit procedures and how we would egress. Once I got my clearance to taxi, I did the runup and finished my pre-flight. We were ready to go. It was a little windy as the winds were from 150@14 knots gusting to 23, a little left crosswind. Richard asked me to do a soft field takeoff. In low or calm winds, this is easy but on a windy day with a crosswind, it was a lot harder. We got in the pattern and did a short field landing over an obstacle. Good.

Now we went off to the practice area over the lake where we went up to 3500 feet to get away from the heat. It was 86 when we took off. It was 68 at 3500 feet. First on the list, steep turns. I was asked to do 2 complete turns to the left and 2 to the right. The PTS says that you have to maintain +/- 100 feet from the altitude you started at. Good.

Next was turns about a point. This one was new. We kept a tighter circle than we usually do and it meant you had to stay way ahead of the airplane and make your banks a lot quicker. Good.

Here is where I started having some issues. We started S-turns across a road and I was having trouble keeping my turns correct to make smooth arcs. Not too Good but passable. I need to work on this.

Next we did an emergency engine out procedure. He pulled the power on me and we started looking for a good place to land. After finding a field that was suitable, I did a circling turn, like a turn about a point, until I was sure that I could make it, added flaps and at about 300 feet off of the ground, went full throttle and got out of there before the people who owned the field got too annoyed. Good.

We climbed back up to 3000 feet to cool down and begin power off stalls. I started slowing down but maintaining altitude when I was sure that I was sufficiently trimmed, I pulled the power and kept the nose up and waited for the nose to drop. As soon as it dropped, I added full power and pulled up. I only lost about 75 feet but I could have done better. Semi-good.

Here is where it started getting tough. Next up was a power on stall with a twist. He wanted me to put the airplane in a slight right hand turn for the stall. So I did. and he wanted me to guess which wing would stall first. I had no idea. It seems that the right hand turn wasn't coordinated and I needed some left rudder. As soon as we got the shudder, the plane dropped the left wing and I had to add some left rudder and also pull up. This shook me up a bit. I had never experienced this before so we did it again a couple of more times, each one equally difficult. Not very good.

As I continued to sweat, it was time for some hood work. We have been having trouble with the AI (Attitude Indicator, formerly called the artificial horizon) in this airplane. We have had it removed and sent back numerous times with a failure with in a couple of weeks. What seems to be happening is that in straight and level flight, the AI shows a bank to the right. If you fly the AI and have it set for straight and level, you are in a left hand turn. I think it is as simple as turning the unit, in the panel, a couple of degrees to the right. Meanwhile, after fighting the AI and the DG (directional gyro) he had me do some turns to maintain altitude and direction but the DG kept processing. At one point I was asked to turn to a heading of 270 degrees. The difference between the DG and the magnetic compass was as much as 30 degrees. Not a desirable effect. Me, semi-good.

After we did our turns and found out that the airplane is having some instrument problems it was time for some unusual attitudes. I was rusty for not having flown for a month. He had me look at the yoke as he put me through a bunch of turns as he prepared me for an unusual attitude. Heh handed the airplane off to me in a dive as the speed was coming up. I hesitated a little and didn't get the power off quickly but did start to pull out of the dive. I finally got the airplane back to straight and level flight as I looked at my now unreliable instruments. Hey, if it was easy, anyone could do it. One more unusual attitude where I was handed an airplane in a climb. I added power and pused the nose over to get back to a level attitude and tried my best to get the the wings level with just the turn coordinator. Semi-good.

When we finally finished, we realized that the wind had blown us back into McKinney airspace, but above it. We called the tower, asked to join the pattern for some touch and go work. I did a soft field landing and a slip where we called it a day. Semi-good and I was tired.

I still need to work on S-turns, power on stalls and I need some more hood work to get more comfortable. I'll be flying again Friday and Saturday. We will see how I fare Friday and Saturday to judge how soon I can go take my test. There is also that medical thing I have to get finished too, but that is a whole other post.

My E-logbook

Great Landing

Sorry for being quiet for so long but I am going through some medical issues and have had to take a break. I hope it won't be too long before I can go back to flying. Technically, I can fly anytime I want with an instructor but I have to have a valid medical before I can go back to my solo work.

Anyway, I saw this clip on Good Morning America of a guy making an emergency landing with a camera man in the plane with him. They were going to do some taping on their way to Sun 'n Fun. The engine quit just after takeoff and the pilot was able to get the engine restarted but it went out again. He was able to get the engine restarted once more but it died one more time before he had to land on a boulevard in Winter Haven, Fla.

Great job!!!

Inching Closer (To What, I Don't Know)

Well here we go again with excuses. I'll be posting about 4 flying experiences. They don't even begin to cover all of the stuff I have been doing. I've decided that enough is enough and I'm going to fly more. I've been doing that since the beginning of March. Unfortunately, anyone who has to schedule around a lot of other people and a limited number of airplanes will have some bumps in the road. That is me. We have been down 1 172 since the middle of January for a paint job. What was supposed to be a 1 month process is now at 3 months and still going. The guy painting our airplane needs to get a little more serious before some of our other members go pay him a visit. Let's just say that we have a few VERY unhappy members and I don't blame them one bit. At our board meeting last week, we decided that he needs a little more pressure applied to get this finished. We have already paid him over $6K and there isn't a single drop of paint on this airplane.

Enough about things that don't belong here. This is about learning to fly.

3/22
Time to get back in and really start tweaking things for my check ride. So off to the practice area we went. One thing we had never worked on was stalls. Richard tried to tell me that we did early but I just forgot. My response was that if he could find the word stall in my logbook, I'd buy dinner. No stalls in the logbook ;-) Before we did any stalls, we started working on steep turns. The object is to start a turn with at least a 45 degree bank and keep it within 10 degrees of bank angle. You have to roll out and be within 10 degrees of your original heading and be within 100 feet of your original altitude. It is a lot harder than it sounds. As soon as you get past 30 degrees, you will need a lot of back pressure because past 3o degrees the airplane looses most of its lift. If you do like I do and let the nose drop a little, it is almost impossible to recover from. Next thing you know, you are pulling back as hard as you can in a 3G turn trying to gain back that precious altitude and you're still 200 feet below your original altitude. The trick I am learning is to remember the picture that the horizon makes across the top of the dash and keep it there.

Next we progressed to stalls. Since I had never done any stalls, I got set up like I would for slow flight except I didn't trim as much and just waited for the nose to shimmy and then drop. As soon as the nose drops, yo are in a stall. All it takes to recover is full power,and push the nose over a little and you are flying again without dropping much. I think I dropped about 100 feet, which isn't very much. Next was a power on stall. This is used to teach you about stall recognition, especially on a climbout. The procedure goes something like this: (I forgot to mention that before you do any of these procedures, you must do a clearing turn to make sure that you don't have any traffic near you) Set up like you would for a climb. Reduce the power and start a climb like you would on takeoff. Then make sure that you have full power in and begin to increase your angle of attack. You will notice that this angle is much steeper than you would ever want on takeoff but that is not the point. The point is to take the airplane to the backside of the drag curve and stall it. What will happen is you will feel a little shudder and that is where you lower the nose and get your airspeed back so you are creating lift again. Like I said, this technique is to recognise a stall during takeoff.

We finally headed back to the airport and he had me do some full flap spot landings. He would pick a spot on the runway and have me hit them within 200 feet. I did pretty good on my landings and felt like I had made some good progress.

3/26
Since our experience with stalls went so well last time we dicided to add them to our dance card for today. We started with my old friend, turns about a point. I had always struggled with this but Richard had me try something new. The object for TAP is to pick and object on the ground (I usually pick a water tower) and fly around it keeping the same distance away from it all the way around. It is very difficult to judge distance as you are screaming around an object at 100 knots. As an added bonus, you are dealing with a constantly shifting wind because you are flying in a circle. If you have a 100 knot airspeed and the wind is at 20 knots, you are flying at 80 knots on your upwind leg and 120 knots on the downwind leg. This means your bank angles are constantly changing. The trick is to pick 4 points equadistance from the object and use them to fly over. You will notice quickly just how much bank angle you will need.

Next he had me do some S Turns over a road. The object is similar to the TAP but you want to make sure that as you cross the road, you have completed your turn and are rolling over to begin the next turn. During all of this you want to keep your distance from the road consistant and make sure that your points where you cross the road remain consistant also. Your bank angle changes according to the wind much like TAP.

Since I had so much fun with stalls last time we went out and did some more. Same technique, same results.

We headed back to the airport to do some landings. We did the usual short field landings, soft field landings and slips to a landing. This time my landing sucked more than the last time. I just have to keep at it.

4/1
This time I did something different. I went up with a different instructor. I had been up with Dick about a year and a half ago. Things didn't turn out too well that time as the heat got to me. This time was much better. Dick likes to train his students on the east side of Lake Lavon between the lake and Caddo Mills (7F3). We headed out to see what I needed to work on. First thing we did was steep turns. He doesn't like for his students to use the AI to see the angle. So while I was in my turn he pulled one of his trusty panel covers he uses for partial panel failures and put it right on the AI. Use the force Luke. I made 2 360 degree turns. Of course I lost 250 feet in my turn but who's counting? The next 2 to the other side were much better.

Next he had me get set up for slow flight. I have to preface this by saying that we had some very high winds that day. We were at 2500 feet and the winds were from 140 degrees at 45 knots. When I got the airplane slowed down (it was really bumpy) my ground track was almost nothing. It was really difficult to maintain altitude and direction becasue the wind was gusting so much.

Dick had me clean up the airplane and head south were he pulled the power and told me that I had just lost an engine. I needed to try to find somewhere to land safely. Unfortunately I gravitated to a big field that had been plowed. Not the best place to land. He pointed out to me the little road on the side of the field that was a good choice and a driveway to a house that was about a half of a mile long.

We recovered from that and headed over to Cado Mills to do a normal landing. Then he had me do a power off landing from abeam of the numbers. Not nearly as good as the first one but it was still able to fly. He had me do this again and it was much better this time. finally he had me do one last thing. He wanted a spot landing on the numbers and I put it right on the 17.

After looking at the clock, we decided to head back to McKinney and talk about what needs work. The steep turns definitely need work but everything else was pretty good.

4/10
Today is going to be a short day but a busy day. We started out at McKinney to do some pattern work but it was busy with a lot of twins in the pattern. Not the fantasy twins from the beer commercials but twin engine airplanes who fly a lot faster and wider in the pattern. we decided that we needed to go somewhere less busy so we headed over to Rockwall (F46). We climbed to 3500 feet and he wanted me to do a spiral down to to land, simulating an engine out emergency landing. I was able to get down but it wasn't pretty. Next he wanted to fly a normal pattern and kill the power at midfield and make a power off landing. The first few were pretty good as I had a good I dea of how much energy I had to make it to the runway. When you know you can make it and are high enough, grab all of the flaps and put it down.

The final pass he had me do the same thing but add full flaps as soon as I got below 80 knots. That is hard to do on a windy day. I was trying to maintain the best glide speed (65 knots) ans still turn toward the runway. With all of that drag and slow speed, I had to make gentle turns and use a lot of rudder because a hard turn would have stalled the airplane or maybe put it into a spin. I actually had to add power for about 10 seconds but made it to the runway and when he said to stall it and land, we fell out of the sky. I had bled my airspeed down to nothing and was barely flying. But that is the object. Land it safely.

My E-Logbook

Yes I'm Still Alive

It's been a while since I've been able to post anything. I actually have been doing some flying but I need to get serious now. I have completed all of my requirements and have been doing touch up work with Richard getting ready for my check ride.

1/21/2009
I went up with Richard today and we did some of the usual stuff like soft field takeoffs, soft field landings, short field landings and slips to a landing. After he got bored, he said that we should go do some stalls. I said that would be great since I haven't done any yet. His response was that we had. I challenged him to find the word stall in my logbook anywhere.

We went out to the practice area and he had me start out with some slow flight. I had a friend tell me that she flunked her check ride because she didn't do the slow flight part correct. You have to take the airplane down to the absolute minimum airspeed that you can control the airplane. If you do it right, you will get the stall warning horn to go off, yet you will still be able to maintain altitude and directional control. Just remember that as you slow down, you will need more and more right rudder. Next he had me clean up the airplane and do about the same thing except that I wanted to stall it. All you have to do is wait for the buffet and then when the wings lose their lift, the nose comes down, add full power and pull out of the dive. Get it level and trim and you are good to go. Finally I got under the hood and did some unusual attitudes (along with a 3G turn).

Time was up so we headed back. I go a good 1.4 hours out of this lesson. I needed it and I got my confidence back.

2/07/2009
I needed some more work so we headed out to do some turns about a point. I have always had a problem with these but Richard had given me a new way to approach them. I picked 4 spots out on the ground that were equa-distant from the object I was flying around (a water tower). Once I did that, it was a lot better at keeping my bank angles to where they should be. Next he had me do something I have never done. It was 8s across a road. You basically fly a figure 8 pattern but at the apex of the 8, you have to have your wings level and transition from a right to left turn or a left to a right turn. It is a lot harder than it sounds.

Next we did a little more slow flight and I did a slow 360 at about 47 knots indicated. Finally we headed for McKinney to do some more short, soft and slips. I really wish I had the money and time to do this all of the time.

3/1/2009
I really needed to knock off some dust so I had the foresight to reserve a plane 2 weeks out. We only have 1 C172 right now because the other one is in the paint shop getting painted and getting a new windshield. This makes it very difficult to watch the weather and try to schedule. You just have to schedule and hope for the best. This time, I got lucky. The day before we had 35 knot winds behind a cold front. when I got to the airport, winds were 330@12 which meant we had a crosswind. Anytime there is a crosswind, Richard begins to salivate. He loves him some crosswind.

I was actually surprised at how well I did being so rusty. I did have one that I "removed some rubber" on the landing. It never fails in gusty situations everything is tracking perfectly until the last 2 feet. When you get into ground effects and are slowing down, the wind really has the ability to push you more. In this case, I side loaded the landing gear more than I wanted to. Nothing damaged but a good lesson in flying the airplane into the ground. There is a saying that says that you always fly the airplane all of the way to the crash. I did a couple of more and was putting it on the centerline and looking for the optimum place to put down to avoid the worst of the winds. After our 6th landing I asked Richard if he felt like going up to Sherman and getting some cheap gas. We had about 50 minutes befoe we had to be back. So we pointed the nose to the north and in about 15 minutes, we were in Sherman filling up with $2.55/gal 100LL.

I made a good landing in Sherman but while we were on final, I had the wind do something I had never experienced. The wind was out of 300 and the runway in Sherman is 34 so I had about a 30 degree crosswind. The whole trip to Sherman was very bumpy with a lot of CAT (clear air turbulence). Once on final the wind was swirling and actually turned ind gave me a big push from behind. I was a very strange feeling and I noticed that the ground speed jumped really abruptly. I eventually flew out of it but it was a bit unnerving.

A lot of people from McKinney go to Sherman to get their cheap fuel because McKinney is $4.99/gal (our rate is $4.69). Our flying club reiumberses back at McKinney's rate because we have a contract with them and we use that price to calculate our rental rates. To encourage people to actually leave the pattern at McKinney, we use that rate for reiumbersment. So I took on 23.7 gal @$2.55 for a grand total of $60.44. I will get reiumbersed $111.15, which is the McKinney rate (it makes flying cheaper).

We took off and headed back to McKinney and since we had a nice tailwind, we were able to get there in about 13 minutes. I was tracking about 118 knots across the ground. All in all, it was a beautiful (but windy) clear day for flying. In fact, it was so clear that after we took off from Sherman and were at 2000 feet, I could see downtown Dallas. That's about 60 miles away.

We got back into McKinney just in time for the next member to take N737TY up for a while. I just need to do this a lot more real soon to get ready for my check ride. I have some other adventures I'll post but I have to get back to work.

My E-Logbook

Two for the Price of One

Because of the holidays, I've been a little busy. I've needed a mental rest along with a physical rest. I feel so much better after a great Christmas with my wife and daughter. However, I did go flying on Christmas day. After looking at the weather for several days and trying to plan some flying time while I was off, I determined that I needed to change from the original plan of some solo work the day after Christmas. I use a cool website called usairnet.com for looking at forecasts for flying. It is not an official site for getting an approved weather briefing but it does give you trends and has a wonderful graphical representation of the forecast, using data from the National Weather Service. I have personally found that the data that is the farthest out is the least accurate and if you are continuously checking for a certain time and date, the closer you get to the date, the more accurate the data will be. I must say that being able to predict wind direction and velocity 3 days out is quite an undertaking.

To get back to the topic at hand, the day after Christmas was supposed to be very windy and the conditions weren't too good either. I decided to change to go fly on Christmas day instead. When I got out to the airport, it had settled down to about 140@7kts. Not too bad. I needed to start flying N737TY because it will probably be the plane I take my check ride in because the other 172 (N733NB) goes offline 1/5/09 to get painted. I decided to just get familiar with the airplane again and do some touch and goes. It was good to just get back to flying but I am starting to feel an urgency to get my training over. I did a grand total of 5 touch and goes before I called it quits. I was not real happy with my performance but did manage to land safely every time and the airplane was flyable after I finished. After I landed the last time, I heard the controller say that the winds were now 140@14 gusting to 18. I'm glad I decided to stop. I needed a confidence booster, not a demonstration of my crosswind techniques.

Move foreward 3 days to Sunday the 28th. After a couple of days of horrible winds, I decided that the forecast for Sunday looked great. Saturday had some of the worst crosswinds I have ever seen at McKinney. Our runway is oriented at 17/35 or 170 and 350 degrees. A direct crosswind would be 280 and 100 degrees. The maximum demonstrated crosswind for a Cessna 172 is about 15 kts. Anything above that and you are a test pilot. Saturday afternoon's winds were 270 @32kts (37 mph) sustained with 48 kt (55 mph) gusts. I saw a Gulfstream do a go around because he couldn't handle the crosswind. Then I saw a Cherokee land right behind the Gulfstream that went around. Go figure. Eventually the Gulfstream did make the landing and asked how the Cherokee guy did it. I'd seen enough and left.

Sunday was a thing of beauty. By the time I got out to the airport, it was calm winds and about 57 degrees. What more could I ask for. Unfortunately, I was not going to be able to enjoy the beautiful scenery because I had to go under the hood. I go to look at the lovely scene of the Cessna six pack. We did the usual takeoff and put the hood on and turn to a course of 90 degrees. I climbed up to 3,000 feet and Richard had me intercept the Bonham 190 radial and fly to it. Of course I did as asked but quickly realized that I was flying with a "from" flag instead of a "to" flag. This makes everything backwards. So I dialed in the reciprical (10) and it behaved normally. Then I got tested pretty hard. While under the hood, he asked me to turn to 270, descend to 2200 feet, dial in the GPS 17 A approach, set up the CDI, intercept the 212 radial from the Bonham VORTAC and fly it to McKinney. Not much pressure. I actually did it. When we got to our final approach fix, we let the tower know and headed to it to do a touch and go. Of course, nothing was easy. Richard wanted a soft field landing. It was soft but too fast so we went around for another one. This time it was soft and slow. The damn stall warning horn is still going off in my head 4 hours later. We went around for another lap and this time did a short field landing over an obstruction. I cleared the obstruction easily but my flare was late and scared Richard. He asked me to be kind to the retired and not make their hearts race so fast. I went around one more time and this time it was good. I was getting so good that I had to speed up on the taxi down to the Charlie exit so another plane could land.

All in all, a great day. All of my instrument work is done, my night flying is done, my cross country trips are done and all of "required" work is done. All that is left for now is some prep work for my check ride. I'll be going back over all of the written material again and trying to be prepared for the oral, plus, getting the rust off for the PTS.

My E-Logbook

Today's theme of 2 for one will have to apply to the videos also (actually I have 6 videos, but who's counting?). I had one of our instructors come over this morning and I had to do some work on a PowerPoint presentation for him. He is not just any instructor but my friend Colonel Richard Graham of the USAF (Retired). Col. Graham was a pilot on the SR-71 Blackbird, squadron commander and the 9th Strategic Reconnaissance Wing Commander. This man has flown at over Mach 3 at 80,000 feet over some of the most sensitive areas in the world and has some great tales to tell. It is an honor to know him and he is gracious with his time and endeavors. I wish I could show you the videos he uses in his presentation but since I do not have the rights to them, I won't violate his trust. However, I have found a couple of interesting videos on you tube that I think you will like (except for the annoying background music).

Part 1


Part 2


Part 3


Part 4


Part 5


Part 6

A Little Fun (Maybe)

I'm so close to being ready that I am about to burst. Actually I have quite a few things that I need to work on, but for now, I feel like a student air taxi pilot. My friend Keith has access to a Piper Seneca. It has been in the shop in Denton (DTO) for a while getting a new alternator on one of the engines. Keith doesn't like to drive anywhere. so during a conversation last week, he asked if I would pick him up at Addison (ADS) and fly him to DTO to get the Seneca. I'm a sucker for a little taxi service.

I had to call Calvin because Richard was out of town. So he was "just a passenger". Riiighht. I really wanted him to give me some tips about what I need to work on for my check ride. The first thing he tried to slip past me was that he didn't put on his shoulder harness. So I gave him my best passenger briefing I could where I reminded him that shoulder harnesses must be worn during taxi, takeoff and landing. Also there will be no smoking and should we have to get out of the airplane quickly, he would go out of his door and I would go out of mine. with that out of the way, we began getting radios ready for the trip to KADS. I had to keep the usual McKinney (KTKI) settings for the tower and ground control on radio #1 but I put the ADS ATIS and approach control on radio #2.

I contacted TKI ground and got permission to taxi to 17. Got to the runup area and did my runup then asked for takeoff clearance. Next thing you know, Calvin asks me to do a soft field takeoff, so I pulled back on the yoke and off we went. When we got clear of the TKI airspace, I tuned to the ADS ATIS and got my information "PAPPA" then contacted approach control where I was give a new transponder squawk code. Approch control handed me off to the ADS tower where the tower controller seemed a little miffed that he handed me off in the position I was in. So I got to fly circles above North Dallas till she could fit me into the pattern. I finally got down and that's when the nosewheel shimmy started. This particular airplane has a nosewheel shimmy problem where it feels like the airplane is about to shake apart. If you have any speed left you can pull back on the yoke and take the weight off of the nosewheel and it usually stops. It did this time. We taxied over to Atlantic North, picked up Keith and requested taxi clearance for a VFR departure to the North, with "PAPPA".

we got back in the air pretty quick and that's when I started to make a mistake. Luckily, Calvin was not "just a passenger". The controller had told me not to get into the bravo airspace. I had punched up DTO on the GPS and was heading straight for DTO. Unfortunately, the GPS doesn't tell you that you are headed for bravo airspace until you are in it. I had my chart but didn't have it opened to the proper section. I made a big sweeping right hand turn and flew around the airspace. After I got around the little "finger" of airspace, I turned straight to DTO and contacted them 10 miles out. He had me do a midfield downwind entry then turn to base and final. No nosewheel shimmy. Keith got his things, bid us farewell and we requested taxi clearance.

Out trip back was a lot less eventful. I chose to use dead reconing this time. My instructions were to fly runway heading until I passed Hwy 380, then I could turn out to the east. McKinney is just off of 380 so I just followed the road. 10 Miles out I called the TKI tower and gave them my intentions and was given clearance to land. when I had the airplane on the ground, I was doing pretty good until the nosewheel shimmy started. This time it was bad. I grabbed the yoke and pulled back but I grabbed the push to talk button for the radio and made a couple of funny noises. The guys in the tower asked me if that was a nosewheel shimmy I had. So if they can see it being that bad, it is bad. I wrote up the issue and let Calvin get to his next student.

Lesson learned, use your charts better.

My e-logbook

Today's movie is a cool video I found from the Zurich School of Applied Sciences. It shows a simulation of every commercial flight in the world over a 24 hour period. It is amazing to see how many things fly in the world.

Almost There

Sorry for the delay of posting. I had a challenging week to say the least. I was on vacation last week and wanted to get some things done around the house and in my office. My wife was on vacation also. On Monday my wife was out working in the yard and I heard a sound like someone had fallen. I jumped up from my chair and as soon as I got up, I heard her calling me. I got out there and she tried to jump over a small wall of bricks on our front porch but did not make it. She hurt her arm pretty bad but wouldn't go to the doctor. So I had to tend to her and run a lot of errands. When I got back, my "medicine" I had given her was starting to take effect. She was in a lot of pain.

Tuesday wasn't good for her either. I was going flying Tuesday morning and she was going to the doctor (finally). I got in about 1.3 hours of instrument work. Richard had me shoot 2 ILS approaches on top of some slow flight under the hood. Slow flight is very interesting. Everything happens a lot faster than you would think. The turning radius is much smaller so the airplane really turns (an the possibility of stalls) quick. An ILS approach is one of the most accurate approaches you can make. The ILS at McKinney takes you down to about 200 feet off of the ground. When I took my hood off on the first pass, it was a quick transition from looking at the instruments to getting the airplane ready to land and go missed. No time to be nervous about landings, just do it (Thanks Nike). The second one was a full stop landing, not a missed approach. When I took the hood off, I was lined up perfectly and still on the glide slope so my height was just right. Just slowed it up a little, add about 10 degrees of flaps and wait for the ground effects to kick in then put it down.

I only need 0.3 hours of instrument work before I fullfill my requirements to take my check ride. I need to do some more work on ground refrence manuevers, soft and short field landings then do a phase check with another instructor (a practice check ride). I'm hoping that I'll be ready around Christmas.

Part of the other reason for the late post was obviously my wife but also I had to take my daughter to her allergist, my computer died, was ressurrected, died again (really dead this time), got a new computer that died also and had to be returned. I finally got the new computer running but wasted a lot of time on it. I was able to retrieve all of my old emails. After getting throught all of this, we left on wednesday to spend Thanksgiving with my mother who lives about 5 hours away. All of the time we were gone, my wife was in terrible pain and now her whole arm is swolen. To make it even worse, my daughter got sick (new medicine) every night. Then we get home and we have to take my daughter to the doctor because her cough is getting worse. We find out that she is in the early stages of pnuemonia.

It gets better. I had to leave town Sunday for a business trip and my wife calls and said that she is going to have to have a MRI done to her arm and her sinuses are draining and her throat is scratchy. The only thing that would make this worse was the traffic on my trip. It usually takes me 4.5 - 5 hours. This time it was 6.5 hours.

I'm going to bed and when I wake up, this will all have been an episode of Dallas. RIGHT?

My-Elogbook

Todays Video is one I found about "Dangerous" landings. Let's just say that you wouldn't want to be a passenger on any of these flights. Pay attention to the last one and look at how short the runway is. He also touched down a little early on the displaced threshold.

Night Flying Done

Here we are in November and I am finished with my night flying. The requirements for night flying are 3 hours, 10 landings and one cross country leg over 50 miles and 100 miles or greater for the whole trip. Last week I got in the first part by flying to Denton, Addison, Rockwall and back to McKinney. I also had 8 landings so all I needed was 1.1 hours and 2 more landings. This week, we went to Addison, Durant OK and then back to McKinney. A total of about 125 nm. If we would have had no wind, this would have taken about 1:20 minutes. But I had 2 legs where I had to fight the wind. I had a 27 kt wind coming out of the south-southwest. As it was, it took a little over 1.5 hours.


A couple of reasons we picked Addison were that it is where the DPE I am going to go to for my check ride is based there, I needed an intermediate place to fly so my leg to Durant was over 50nm and also because Addison is in class B airspace and you have to talk to DFW approach control in order to get in there. One thing I have learned about night flying is that it is very hard to find an airport at night, no matter how well lit it is. everyone thinks that with all of the runway lights that it is easy to see. The problem is that the street lights and all of the other lights that illuminate a city are much brighter than the runway lights. You can't really see the pattern of lights until you get close to tracking the centerline of the runway. One thing I have found that helps is to first look for the beacon (the green and white light that denotes an airport) and a dark spot. Addison is in the middle of a lot of bright lights so I just look for the big dark spot, with a beacon, near the bright lights.

I fought a headwind to Addison but it made for a really slow approach (slow ground speed). After we took off I requested flight following to Durant. The tower handed us off to DFW departure and had me climb up to 3500 feet which put me right in the middle of class B airspace. Once I leveled off and got the airplane trimmed, I was getting about 108 kts indicated but 137 kts on the ground. We were going to be in Durant very quickly (ETA was about 33 min). Richard had me do an interesting thing to get lined up with the runway for my approach. since I was coming at the airport from the southwest and the runway is 172 degrees, I never was going to be able to see it straight on. So he had me dial in the GPS 35 approach on the GPS and fly an intercept to the final approach fix for the approach. I turned to head about 70 degrees (my original track was about 20 degrees) until the needle started moving. Then as the needle started moving, I started to turn until it stopped, then center it. After doing this, I looked straight ahead and there was the airport. I descended and moved over to fly the downwind leg where I got slowed up and readied myself for the approach to 17. The hard headwind I was experiencing died down at about 500 feet off of the ground. We got it put down and readied ourselves for the flight back to McKinney.

On the way back I had the opposite effect from the wind. 108 indicated and 87 kts on the ground. This gave me time to fine tune my mixture. This airplane has an EGT (Exhaust Gas Temperature) gauge that rarely works. It was working this night. I started to lean the mixture and watched the temp go up. The proper way to lean an airplane, using the EGT, is to lean it until the needle stops going up and starts back down. Then richen the mixture until you get past the peak temp and it goes down a little bit again. This makes the mixture short of peak temp on the rich side. This gives you the best performance while conserving fuel. I was able to lean it pretty good for a cool night at 4500 feet.

Once we got less than halfway, I mentioned that I would like to track the localizer in on the approach without flying the official ILS approach. so I turned more to the west so that I could intercept the localizer pretty far out. I called McKinney tower and told them that I was about 16 miles out and wanted to join the localizer for a full stop landing. They told me to give them a call when I was 4 miles out (which is where the outer marker is). By then I had already intercepted the localizer and glide slope and was dead on for a perfect no flaps landing. I added some carb heat and put it down a little faster than usual, because of no flaps, and taxied to parking. It was a beautiful night for flying but it had to come to an end. I'm starting to like this night flying. You can see everything that you lose during the day and can see airplanes for 20 to 30 miles.

My E-Logbook

This weeks video is from a clip I found on how an airplane is made. I got to fly a Diamond DA-40 last week and when I found this, I thought it was kind of cool, even though they dumb this stuff down a lot for this show.

A New Airplane to Fly

I was sitting around wondering what I could do today with my daughter and then I got the call. My friend Darren called and wanted to know if I wanted to go flying with him in Denton. He got checked out in a Diamond DA-40 a couple of weeks ago and has had nothing but fantastic things to say about it.

It has the same horsepower that the flying club's N733NB has (180 HP). The big difference is that this airplane has a higher takeoff weight but it sure felt a lot lighter. Maybe it's because of all of the carbon fiber construction. I do know that this airplane is a lot more slippery as it moves through the air. The yellow arc on the airspeed indicator covers a lot wider range than on the Cessnas that the club owns. According to the specs, this airplane cruises at 150 ktas (this airplane doesn't have wheel fairings and is 75% power) and burns 10 gph. It also says that it has a 860 lb useful load. Subtract 240 lbs for fuel and it can carry 620 lbs. Even with Darren and myself, that is a nice useful load. You can see a lot more at Diamond's web site. Below is a picture of a DA-40.

Part of the other reason I jumped so quickly on this chance to go flying (like I need an excuse) was the fact that I got a new toy this week and wanted to check it out before I have to use it for real on Monday night. I figured that after a year and a half of using my old David Clark headset, I was ready for something a little more modern. So I went out and bought me a Lightspeed Zulu. This is one cool headset. Part of my reasoning for buying it was that Darren has one and and my CFI has one too. I have heard nothing but great things about them so I bought one. They aren't cheap by any means so that is one of the reasons that I have waited so long to get one. The cheapest you will find on the internet is $850. After using it for the first time, I am sold. They have amazing noise cancellation and I even tried the feature that allows you to connect to an iPod and listen but mutes as soon as something from the panel comes through. It can also connect to a cell phone through Bluetooth. How cool is that? I opted for the included iPhone (yes, I have an iPhone) cable that would allow for me to use my iPhone to play music but if I should receive a call, the iPhone mutes the music and the phone takes over. Then if something comes through the panel, all of that gets muted and the real reason you have a headset on, takes over. It may not look like much but it is quite a step up for me.


Sorry but no logable hours and I'll save the next video for after my night flying tomorrow night. I'll be going from TKI to ADS to DUA to TKI (about 125 nm) for the last of my night flying.

Night Flying

Imagine this. 2 posts in 2 days. I just got back from part of my night flying requirements. According to the FAA, I need 10 landings, 3 hours and in that 3 hours, I have to do a cross country. As of tonight, I have 1.9 hours and 8 landings complete. All I have left is 1.1 hours (with a 50 nm cross country leg in there) and 2 landings left.

We started out by leaving TKI headed for Denton (KDTO) which is about 30 nm to the west. I was going to do this on Thursday night but my friend Keith called today and asked if I could come up to Denton and pick him up as he had dropped off a Piper Seneca to be repaired. I tried to get there before the tower closed but as I made my call 10 miles out, the tower said that they were closing down in 3 minutes. I may be able to go a lot faster than a car but 10 miles in 3 minutes is over 200 mph. Not in a 172. I was able to make a beautiful slow turn to join the pattern on a right base and finally put it down without any landing lights. We finally we able to find our turn off and head toward the tower where Keith was waiting.

We picked up our passenger and headed toward Addison. I contacted approach control, got my squawk code and instructions for my approach to Addison. Our controller could not get my call sign right to save his life. He would call out the wrong call sign and I would answer with the right call sign. He paid too much for his clue but I had to live with it because when he handed me off to the tower, they had the wrong call sign. same results with them. Even after we landed and was handed off to ground control, it was still wrong. We dropped Keith off at Atlantic Aviation NORTH (Richard could not get it through his head that we were at Atlantic North, not South) and taxied back to the threshold. I did get to hear the ground controller call a Learjet pilot an idiot so eloquently, he though she was being helpful. I was in the midst of greatness.

We got our clearance to taxi back to 33 and then to take off with a departure to the east. So I did my best to remember how I used to get home after a few too many adult beverages (because I couldn't see the runway because of no landing light). Soon we were airborne and headed toward Rockwall. Rockwall is an interesting little airport. It is 3373 X 45 feet long and when you land to the north, you have to flare an lot more than usual because it slopes up. To top it off, there are some interesting power lines on the north end of the runway. I did a couple of touch and goes (in the dark) and headed back toward McKinney.

By the time we got to McKinney, it was dead and got a straight in approach. This was my absolute best landing ever and had someone there to confirm it. We got to the runway so smooth that even Richard was amazed. We taxied down to Delta and turned off to the Alpha taxi way. The controller found out that we had a red neck airplane. Because the taxi light was out, Richard was using my big flashlight to light up the reflectors so I could see the centerline. It was very funny to hear the controller ask if that was a flashlight we were using on the dash. What can you say. Once a redneck, always a redneck.

My E-Logbook

This post's video is another Cub video. These guys who fly Cubs are an interesting bunch. They can land an airplane where you thought only birds could land. Pretty cool stuff. This is still not a turbine Cub. We'll get to one of those soon enough.

I'm Starting to Like this Instrument Training

I got to go out again today and do some more instrument training again. This one was a little different. First of all, it was Sunday morning and it was daylight. Other than that, it was back under the hood. Richard told me that he was sorry but he was going to have to take away the nice beautiful day away from me.

On climb out, Richard had me put on the hood and head east again. He wanted me to track 090 at 3,000 feet then intercept the 180 radial off of the Bonham VORTAC. He punched in the frequency for the Bohnam VOR (114.6) and had me dial in the CDI for the 180 radial. When I started to see the needle move, I needed to turn to the VOR and track the course.

My big mistake was not thinking about what I learned in ground school. When flying a VOR radial, you fly to the other side. In my case, I was tracking the 180 radial, but I was flying north which means that I should have dialed in the 360 radial. This meant that I had a "FROM" flag in the window instead of a "TO" flag. This also caused me problems chasing the needle.

When tracking a VOR radial, you always chase the needle on the CDI. What that means is that if the needle is moving to the right, you turn to the right (in small increments) to get the needle to stop moving then keep turning the direction (in small increments) to get the needle to move back to the center. Once you get the needle back to the center, take out the added angle you used to intercept the needle and fly the course. Of course this may not be the same as the actual VOR radial because of wind. The VOR doesn't care which way the airplane is pointed, just which way it is tracking through the air. after I changed the CDI to the 360 radial, I got my "TO" flag and was able to "chase the needle" and have it work properly.

Once I finally got to track the radial correctly, I was able to fly it all of the way to BYP. I kept it straight over the top as I flew through the "cone of ambiguity", which happens as you fly over the top of the station. As soon as I got on the other side, my flag flipped for "to" to "from"and I was still tracking 360 degrees.

Before we set up to do some landings at F00, he had me do some steep turns. At least a 45 degree bank, stay with 100 feet of the assigned altitude (3000 feet) and roll out within 10 degrees while still under the hood. The first one was not great but workable. The second one was much better but he had me hold for 450 degrees. Then he had me drop to 1600 feet and take off my hood and we were on top of the F00 airport.

I entered the pattern and was setting up for a short field landing over an obstacle. When I turned base and was setting up for a 60 kt approach I made the remark that it felt like we were crawling. I was tracking 270 degrees and had 65 kts indicated but the GPS had my ground speed at 36 kts. That meant that we had a 29 kt headwind. A Cessna 172 only has a maximum demonstrated crosswind component of 15 kts. As we were sinking, we went through a shear layer and the wind dropped to about 7 kts. We did a few more of the usual short and soft field landings then he had me do a slip to a landing. That one was very hard because of the shear layer.

After I finally got us on the ground, it was time to head home and do the ILS 17 approach to McKinney. I tracked the course that Richard asked me to track, intercepted the localizer and glideslope and tracked it all of the way in. I was a bit tired but felt great. The instrument part of my training is getting interesting. I like the challenge but need a lot more work at it. I only have 1.5 hours of required hood time and 2.6 hours of night flying left for my required training in order for me to take my check ride. I'm supposed to fly this Thursday night to get some night flying out of the way and I'll see what I can do the next weekend to do some more hood work.

My E-logbook

The video for today is from the EAA. It is a video of a "cub like" airplane. Cubs have been around forever and the original ones had small engines in them but they now have turbine cubs (I'll save that for the next post). Enjoy

Simulated Instruments

I finally got off of my ass and went flying again. I'm glad I did. I'm on my last of 2 required elements (with an instructor). I began my simulated instrument training today. So far, all of my training has been centered around me seeing the big picture out of the front of the airplane.

Now with a view limiting device, all I can see is the instruments in front of me. I had to listen to the instructions that my instructor gave me as far as course, altitude and speed. Everything is coordinated by looking at the instruments. Each instrument can serve several purposes.

For instance, if you notice you are climbing, your airspeed will probably be coming down, the rate of climb indicator will be going up and the attitude indicator will show a climb. They are all related. If you are in a bank, the attitude indicator will show a bank, the turn coordinator will show a bank and your heading will be changing.

The object is to fly wings level, at a constant altitude and maintain course. This is easier said than done. The nature of flying is truly dynamic. The wind is constantly changing, the DG is constantly precessing (click here for an explanation of precession). In my case, the DG (directional gyro) was precessing a lot more than it should have. It made for a lot of extra work to constantly keep resetting it.

Once I finally got the hang of flying by instruments, I got to experience some unusual attitudes. Essentially, that is when the instructor puts the plane in an unusual climb or dive and hands it back over to you to get out of it, only using instruments. The main thing to look for is speed. Is it increasing or is it decreasing. If it is increasing, you are in a dive so you cut power and begin to pull up (not too fast or you will rip the wings off) and level your wings. If it is decreasing, you are in a climb, add full power and begin to push the nose over and level your wings.

By now, I am getting tired. It takes a lot of concentration to make minute corrections just by looking at the instruments when you are used to looking out of the window for that visual reference. So we did a GPS 17 approach back into McKinney. We got our squawk code and headed for our approach fixes. By the time I got to the outer marker, and descended to 1060 feet (the decision altitude for a GPS approach), off came the hood and I could see the runway. I made a small correction for the error in my tracking of the course, and landed (my first night landing). We did 2 more landings so I could be "night current". The problem with being night current is that according to our club rules, I can't fly at night unless it is with an instructor. According to the FAA, I can't carry passengers until I get my certificate. The only reason to stay night current is so that you can carry passengers at night. But I am "night current".

My E-Logbook

The video for this post is a DeHavelland Twin Otter on a short field landing then a short field take off. There is no way I would attempt that at my skill level.

IFR Approaches

I went flying today with my friend Kieth again. He wanted to do some time under the hood shooting RNAV approaches in 737TY because it has a Garmin 430W GPS in it. It does not have an auto-pilot though. Kieth hasn't flown this plane in a couple of years so he was a little rusty. I fly this one all of the time so I gave him some pointers on flying the little, slow Cessna compared to the Cirrus and Pipers he likes to fly. The other airplanes he likes to fly handle much different than our little 172.

We left McKinney and turned to the northeast where we flew the RNAV approach to Bonham(F00). We even flew the published hold before we started the final approach. My job was to be his eyes while he was using his view limiting device. All he could see was what was in front of him., nothing outside the airplane. If I saw something going wrong, I could reach in and correct it. As we got lined up for our final and got to the decision altitude, he pulled off his goggles and saw the field and we did a missed approach, climbed to 2500 feet and then started on our next leg.

The second part of our journey was to go to Sulphur Springs (KSLR) for another approach and to get some lunch. Everything went well here too, until we landed. Keith hasn't flown 7TY much and it sits up a lot higher than most of the other airplanes he flies so his approach was a lot hotter than I would do and he also didn't realize how low the wheels were so we hit a little hard and bounced a couple of times. We walked over to the Redbarn Cafe and had some lunch. A lot of people have been telling me about this place but I have never been. One of the complaints that I read about on AirNav.com said that this is a smoking restaurant but on Sundays, they don't allow smoking from 12 to 2 PM. We got there at 1 PM. The food was good and we were ready to go so Keith said that he wanted to file IFR going back.

We used my iPhone to file an IFR flight plan on DUATS. So we took off from Sulphur Springs and headed to McKinney. We picked up our flight plan just after we made our turn to the west. Unfortunately, ATC didn't want to give us the RNAV approach into McKinney we wanted so we had to go straight in. We did have to deviate a little to avoid some skydivers near Caddo Mills (7F3). Since we filed IFR, I was able to get a snapshot from FlightAware.com of our trip.

Since I am not a private pilot yet, I was not able to log any of this time. If I was, I could log this as PIC since I was technically the safety pilot, since Keith was under the hood. It is still a good way to spend a Sunday afternoon.

I Can See The finish Line

I'll try to make this a 2 for 1 deal. I needed to post something about my flying last Sunday (Aug 24) but I have been too busy to sit down and type something out but here goes.

I went out and did more pattern work hoping for some cross wind but all I got was about 2 knots 10 degrees off of center. Not very challenging. It did start out interesting though. I did my usual pre-flight, started my taxi and held short on the ramp while I called ground control and asked for permission to taxi and stay in the pattern. I got my clearance to taxi to runway 17. So I set out down the Alpha taxiway to do my run-up. As I got there, they turned the airport around to use runway 35. The guys in the tower asked if I had received the message and I acknowledged that I had. I asked if they wanted me to taxi all of the way down to runway 35 and they said no that he would get me up and fix everything while I was in the air. The wind was so light that taking off with a 2 knot tailwind was not a big deal.

They had me take off from 17 and make a right hand turn then make a big sweeping left hand turn to land back on the 35 end of the runway. The pattern was getting full (this was strange for early Sunday morning) with one plane from Addison in front of me and my instructor and another student behind me. The guys from Addison are always irritating the controllers because they like to extend their patterns a lot longer than our controllers like. So I'm following this guy from Addison and he tries to go too far on his climb out and gets a verbal lashing from the controller. He tightens up his pattern afterward. Meanwhile I get more and more confident with my landings, even though the wind is light. It finally shifts a little more toward crosswind but never too much. I greased every one of them. I knew my instructor could see what I was doing because they were on my tail, but a lot slower in a C152. His student asked me why I was flying so high in the pattern. He though that I had gone up to 2000 ft (the TPA is 1600 ft). I did go up to 1700 feet because I kept getting in the wake turbulence of the guy in front of me.

All in all, a good day.

The next item on the agenda is another cross country. I needed another 1.5 hours so I set up a cross country to go from KTKI - F46 - KDUA - KPRX - SLR - KTKI on Aug 31. Round trip was about 210 nm. For a cross country to be "legal" for a student, at least one leg on each flight (I had 2. I stopped in Paris) must be over 50 nm. The leg from F46 - KDUA was 60.7 nm and the leg from KPRX to KTKI was 63.4 nm. I have to count this as a trip from Paris to McKinney because I didn't land at another airport in between, I just overflew the Sulphur Springs VOR, then headed to McKinney.

It was very interesting weather conditions. It was very hazy and winds out of the east. Every one of the airports I was going to had a 17/35 runway. This meant that I had a direct crosswind at every landing. Durant was the worst. The winds there were 110@11k. The maximum demonstrated crosswind component for a C172 is 15 knots. I was close to it and it was a little gusty to boot. At one point I thought I had run out of rudder but was eventually able to get down. By the time I got to Paris, it was only 8 knots.

Of course when I get to Paris, I get anther challenge. I am entering the pattern in a "normal"manner because I wanted to be safe and courteous. I joined the left downwind for runway 17. I had announced myself 8 miles out with my intentions. As I am turning to the downwind leg, I hear another airplane say the he is 5 miles out for a straight in final. At an untowered airport, this is a no no. This is where accidents come from. I do my last GUMPS check and announce myself as I turn base. By now, the other guy (who is in a Saratoga) is 3 miles out. I announce and turn to base. The guy behind me acknowledges that he has me in sight. For being a jerk, I am going to make his day. I grab every bit of flaps that I can and slow down to 60 knots knowing that the speed demon behind me has to get slow quickly too. I finally got on the ground and slowly taxied to the next exit where I announced I was clear of the active runway. When Mr Saratoga pulls up and gets tied down, he asks me if I am from around here. I tell him no. He then asks if I am familiar with the area and I once again tell him no. He then asks if I know where the jail is. I couldn't stop laughing for a good 20 minutes. I closed my flight plan, got some water and then filed another flight plan to get home.

Once in the air for the leg home, I made it much quicker as I finally had a tail wind. I hit all of my checkpoints and finally touched down in McKinney with a 5 knot crosswind. I was tired as I got up at 6 AM and it was now 11:45. Through all of the haze, I didn't see any clouds form until I was on my final leg home. An hour after I landed, there were clouds everywhere. It is truly amazing to see the soupy mixture in the morning that will become the afternoon thunderstorm.

Today's video is of a picture perfect gear up landing. This guy did an amazing job keeping down the center line, shutting down his engines and getting everyone out safely.



My E-Logbook

Getting More Confident

I went flying today to get some of the bugs out. I went and did some touch and goes to get used to flying solo again. I feel like I am regressing but after about an hour of T&Gs, I felt great. I finally had some wind to play with and it was a decent 10 knot, slightly off the runway wind. Too bad I didn't have any more time because I wanted to go do some ground reference maneuvers. So I reluctantly told the tower that after 8 T&Gs I would make this one a full stop landing. My last 3 landings were some of the best I have ever done. I came in so slow and smooth that I was beginning to think that someone else was flying. If Richard ever gets to read this, I even was using my feet a lot too (only a couple of times when I got a little crosswind).

Sorry that I don't have more to post but at this stage of my training, I need to finish getting the basics mastered, do another cross country, fly 3 hours at night (with a cross country) and get 3 hours under the hood then I should be ready for my check ride.

My E-logbook

Escaping the Texas Heat?

It's been a little warm here in Texas lately. It's been in all of the papers and all over TV. We have been over 100 degrees the last 11 days in a row and over 100 for 28 days this summer. Sunday we hit a high of 107.

So what did I do? I got in a hot airplane and flew to Graham (KRPH) on Sunday with my friend Keith. Keith is an instrument rated pilot and a man who's place I took on the TFC Board. I still learn from him every day. He likes to stay proficient so he flies just about everywhere IFR. Toady was no exception. We flew our club's Arrow (PA-28R-180) so we could get there pretty fast. Keith likes to go to interesting places. This place was about 100 miles away, so it wouldn't be a long flight.

The ride out was very bumpy. It was so hot that the thermals we giving the auto pilot a very hard time. We finally gave up and flew it by hand. Once we finally got to Graham we pulled up for fuel and only burner 12 gals of fuel on our little hop. Then we walked across the street to the Dairy Queen to make our $100 hamburger trip official.

The trip back was just as bumpy and I got to fly for about 35 minutes. The biggest problem I had was the thermals. We would fly into a thermal and the next thing you know, we were over 100 feet above the assigned altitude. So you try to push the nose down to get down to altitude then you would fly out of it and then over shoot the low side. ATC does not like you to go more than a 100 feet in over or below your assigned altitude. After a while, it settled down a little and I didn't have to fight it so much.

I'm glad we had such a good time because when I got home, my A/C went out. I may not be flying very much in the future because I just dumped $6500.00 on a new A/C unit. Below is our flight track from Flightaware.com on both legs.

More Laps Around The Patch

After flying with other people for the last couple of weeks, I finally found time to go for myself. I needed to use Richard to help knock off the rust. I really needed the day I had for confidence. After watching everyone else fly, I learned a thing or two. We went out to do some short field take offs and landings, plus a couple of soft field landings.

As usual, while flying 7TY, I started sweating. Maybe it's because it is July and we have had 21 days this year over 100 degrees, but I digress. It seems that the vent on the left seat side doesn't blow very well compared to the right seat side. I know from experience lately that the right side, works well. Maybe I should have written this up. Before this airplane got it's new engine, the vent was making a noise like the stall warning makes, except it made it all of the time. While it was down, it was "fixed". I sure hope that the fix wasn't to just limit the airflow. You know how us fat people like our air.

We got out on the runway and did a short field takeoff first. We used the Charlie taxiway as our 50 ft. obstruction. On a short field takeoff, you want to rotate and use the best angle of climb (Vx) which is about 62 knots in 7TY. This allows you to climb quickly but can cause heating to the engine pretty quickly. So the idea is to climb over the obstacle using Vx but change to Vy (Best rate of climb, which is 74 knots) after you clear it. This gives the engine some air to cool it properly. Treat you engine right or suffer the consequences. The short field landing process is supposed to clear a 50 foot obstruction just off of the end of the runway and then put it down quickly and stop quickly. I hope I never have to do this but it is good to know I can do it.

The soft field landing is for landing on a soft surface. You want to keep the speed as low as possible, the touchdown to be a smooth as possible and keep the nose wheel ooff of the ground for as long as possible (the airplane doesn't need any help flipping itself). My first soft field landing didn't quite go as planned but the next ones were the best I have ever done. It felt good, despite all of the sweating, to finally get this down. I actually had quite a bit of wind today and it helped. I needed to get the crosswind components down better and it kept changing from the left of center to right of center so every landing had a different wind to battle.

I'll see if I can find another video to post but I can't do it right now. I'll update this post later.

My E-Logbook

Just Can't Get Enough Pancakes

I guess my pancake run back in June was a big hit with one of my friends. As soon as I told him about the trip, he reserved 7TY for the July fly in. I have been busy at work (I know, I sound like a broken record) trying to get a project out of the door that I have been working on since I started this new job. I still don't have it ready but it better be ready soon as I have to have it to a customer in about 2 weeks. Despite my job addiction, I managed to find time to go with Darren to get some pancakes.

We left very early on Saturday morning (we had the plane from 7 AM to 12:30 PM) and flew the same course we flew when I went. At least I know I can do a proper flight plan. This time, it was someone else flying and it was much hotter. The one nice advantage for taking 7TY was the GNS 330 Mode S transponder that shows traffic on the GPS. As we got near Midway (KJWY), we saw some traffic that was getting close to us. I just kept my eyes open and soon we saw the traffic. This is such a great feature.

I won't tell any details but I got to see Darren sweat a little on the landing at Granbury (KGDJ). Of course when we got to the food, it was as good as ever. Not quite as busy as the last one but still a good crowd. I called my friend Kyle who lives in Granbury and told him I was there and he hurried right over. I had called him the day before and he didn't answer but I left a message. He gets so many calls that it is easy to get lost in the noise for Kyle. I bought us all a nice pancake breakfast then we had to leave again. We said our goodbyes, pushed the airplane out of the ditch and headed back to Mesquite (KHQZ) for some more inexpensive fuel.

As we got to Mesquite, we heard our friend Anton rolling down the runway for takeoff. After pleasantries were exchanged, we entered the pattern we got in line for a busy series of landings. We fueled up and headed back home to McKinney (KTKI) for a landing at a hot airport. The controllers at McKinney are being very friendly these days. When we were on the ground ready to taxi to parking, the welcomed us home. Nice touch.

Once again, no loggable hours but a full belly and a lot of fun.