The Humble Student Pilot

Adventures in the tailwheel!

2009-03-24T11:12:00.000-07:00

Several months ago, one of the instructors bought a beautifully refurbished Cessna 140. White body accented in burgandy, and very clean. Inside matched the exterior with nice red apholstry. I stare at the panel, so sparse of complex instruments! As I oohed and ahhed with the others, my head moves to the eppenage, and it's A TAILWHEEL! The lights started going off in my head! Instructor + Tailwheel airplane = Tailwheel endorsement!!

We had kicked around that idea, and he had said if he could work it out, he'd love to! It took us a few months to get together, but I finally got my chance to train on it!

I get inside, and begin asking for a checklist, at which he laughs. Just prime it a couple times, master on, mags to both, pull the start. Vrrroooom. Wow it started up with very little effort. I click a few more switchs for the strobe, radio, & transponder. That's it! My eyes scan the sparse panel. It's occupied with only a few gauges, airspeed, RPM, oil temp, oil pressure, compass, and a turn-n-slip indicator. No fancy GPS, nor heading & attitude indicators. This was down to good'ol basics. (Fuel gauges were on the left and right by the wing attachment points.)

We do a few turns, both normal and pivot turns (on a point). My fears of doing a groundloop are starting to diminish when I taxi out to the runway. The steering takes some getting used to for sure. It takes much less rudder movement to start veering in a hurry, so subtlety is key.

As we review the proceedure for tailwheel take-off, I can't help but think how WRONG this is gonna feel. You actually have to push FWD first...get the tail up, relax and hold the nose level until gaining enough airspeed to rotate. My first try wasn't perfect as the nose went up and down a little, but after take-off I was again on familiar ground....

...or so I thought. I've been a low wing guy, and used to flying the same genre of planes. As can be expected, new sightlines off the cowling had to be made. When I asked him what the Vspeeds were earlier, he smiled, and said to keep her above 60 and you'll be fine. So keeping around 70, the nose was still below the horizon, making front line sight pretty good! When I go to turn crosswind the wing dipped down, loosing my ground ref to the runway...I look for a hdg indicator, but there isn't one...DOH! I managed through other ground references to keep the rollout square. That's gonna take some getting used to!

I go to call my position, which requires a pushbutton on the panel to be pressed. It's a bit ackward for me to let go of the throttle and reach over to make the call.

We head out to Farmville, which is a nearby grass strip. Oh boy...my mind cringes at the thought of compounding new plane, tailwheel techniques, and then adding grassfield challenges! As we approach the field, and glider in tow is climbing to altitude. We enter the pattern, and come around. The flaps for the 140 aren't big and uses a parking brake type lever to actuate. (So the statement of put the flaps up is kinda counter to the movement!) Winds are pretty calm, so at least no crosswind work is necessary!

I come in for my first tailwheel landing (a 3-point), and it's similar to normal ops, except there is a certain AoA where you don't want to pull the nose up any further. It corresponds to the angle that puts the tailwheel and the front wheels on the same plane. I come down, holding it off ok. The rear wheel hits, and I pull the elevator all the way back...and for a brief moment forget to really controll the rollout. Tailwheels seem to need double the tail work to keep it stable down the runway. YAY my first tailwheel landing, AND on a grass strip! WHOOHOO.

Taxing back is a bit bumpy, as I realize this field isn't nearly as smooth as I thought it would be. Not to mention nice little fences and ditches right off to the side!! I watch as the glider swoops down to land. Very nice!

Taking off in a tailwheel is the same on a grassfield, but oooh is it even harder to hold that nose level! A little bump at the last part of the runway gives us a boost into the air. I fly past the trees on the right, which felt really weird being that CLOSE to them!

For my third approach to terra firma, we go over the proceedure for a "wheel" landing. This is where you come down, and maintain a level attitude, and hold it after you've touched down, until you can't keep the tail up any longer. WOW, now THAT felt weird!! All my training taught me to increase AoA as I hold off, but this kept the nose down...OIE! Still I did ok, bounced slighly and worked hard to maintain that nose position. It was pretty hard to detect when the tail was ready to go down as you use more and more fwd elevator to keep it level.

We fly back to Greenville, and I have a few gos there. It was nice to be flying solely on pilotage, using known ground references without even planning beforehand. It felt increadibly free, and down to basics! Loved it!

While the solid runway offers more rigidity on landings, I found I liked it more. Especially on rollouts.. I throttled up, nose came down quickly, and I held it there perfectly, and took off! YES! I'm getting the hang of this!! It was the end of our first session, and he said I was catching on fast. I really didn't care how long it would take to be fairly proficient, I just enjoyed the opportunity to fly a classic from 1942!

(Update: After another session, and 10 more T/O & Landings, 3+ hours, I've received my tailwheel endorsement!! WOOHOOO!)

1 Year Anniversary Flight!

2009-03-11T07:25:00.000-07:00

It's hard for me to imagine, that it's been a year since I became a pilot. By which, I mean my first solo. I remember it was a nice calm day, with nice steady winds down 08. How exilarating it was, and how very scary! Tonight I was going up to get my night currency back in check, and I found myself with similar feelings.

There is a certain peaceful aspect of flying at night. The airport relatively quiet, but nicely lit up with it's blue taxi lights, and racing rabbit trail. N223DC was to be my magic carpet for the evening. A special plane to me, as it was the one I soloed in. No other plane would do for an anniversary flight.

To my immediate dismay, it wasn't there when I arrived. I didn't recal anyone else on the schedule before me, and the key wasn't in the lockbox like they phoned me about. I let myself calm down, and give whomever 15 minutes or so. Sure enough, 10 minutes later, I spot and begin hearing the familiar drone of a DA-20's engine. They come into land, a little up and down in the hold off, but it appeared smooth. As they taxi back, my hearing was confirmed as the silouette of a DA20 turned toward the hanger lights.

I walk up to the marvel of 21st century composite engineering, and see it's owner pop out along with his instructor. I've known him since last year, and he soloed a month after me. "Ah no, 1.9 hours (hobbs)...just 0.3 short of what I need for cross-country!" he says a little dismayed. "You trying to get your X-C requirement for IFR?" I inquire. "Yeah I have my check-ride on Monday!" Wow, that made me do a double take. He had obtained his private right before me, and here he was ready for his IFR checkride! Well, I guess that's one of the benefits of owning a lease-back airplane. You can afford to fly allot! I wished him luck as I begin pre-flighting her.

I took my time, enjoying the rare steady breeze we had. TAFs said the clouds would be coming in later that night, creating low overcast. The moon was out, and it played hide-in-seek with the cloud layers. I sat there remembering how much I love to fly at night. My plan was to do two full stop landings, then fly over the city lights of Greenvile.

I realized these flying spurts, once every two to three weeks, are taking their toll. My flow isn't what it used to be, and have to go through the checklist first (instead of the usuall flow, followed by a double check against the checklist). Flying once a week was far better. Still it's better than not flying at all. I have been pleased that my landings are still pretty smooth, so at least that part of the art is fine.

My second run in the pattern, and the winds started coming at a 60° crosswind. It's always weird and yet cool to be pointed so far off your actual ground track heading. It's like sliding sideways. Piedmont, the USAir Dash-8, announced it would be entering behind me. That's another reason nighttime flight is great, I could spot him since he announced being 10 miles away. It's pretty obvious why more collisions happen during daylight hours, than night.

After another successfull landing, I begin my climb to 1500'. Time for some sightseeing over Greenville! Ever since I was young enough to remember, I'd always awe at the beautiful city lights viewed from the commercial jet window. Now, to be able to get that on my own terms, is a pure feeling of freedom. I fly near the baseball stadium, no one playing, but the lights are shining bright. Flying over the mall, reservoir, restaurants, and of course our home is a serine picture. I look up and the moon is shinning down, casting a glow on the wings. I can't help but think, "Well, I'm closer to it, but I doubt I'll ever get to go there..."

After performing some 45 & 60° bank turns (the later being my fav...2Gs!) I head back to the airport. No one in the pattern, and I command the lights on full...foom! I always love that! Same bit of crosswind, but this time I turn the runway lights to their lowest setting so I can see the pavement sooner. In the base I noticed I failed to complete my pre-landing checklist, and switched back on the fuel pump which I missed. While not absolutely necessary, as it's a backup, it's a good idea when at low throttle settings. I smack myself for that one. Dang I'm out of touch...no way I woulda missed that several months ago!

I hold it off better, as I exit from the crab, left wheel lightly chirps then the right. YAY a super sweet crosswind landing! I taxi past the PGV terminal, and the now silent Dash-8. I park the plane, and sadly shut her down. It's amusing how many pilots take pride in everything they do, including parking. I get out and the nose wheel & tail are perfectly on the line, and I nod happily to myself. Only 0.6 hours of flight time this go, but I still had a great time. As I put the cover over the DA20, I just wish I could do it more often.

Yes! I've still got it!

2009-01-25T20:18:00.001-08:00

Today, that title would mean two things: 1) The paycut our company is doing, won't happen until Feb's paycheck, so I can still afford to fly!!! 2)After 3wks of not flying, my landings were pretty good, with 3 of 4 being squeekers!!

As anyone who has spent allot of time honing their skills...even a small sebaticle raises personal concern. I was no exception, and the last time I flew...it was serious crosswind practice! Today, winds from the north, gauranteed a nice easy flight. It was cloudy, with the ceiling at 4500'. Ah..nice stable air :)

I like to fly to new places, even if it's just an airport 28nm away...such as Rocky Mount International (RWI). A single runway, but a long one! When I arrived at PGV, they had the plane nicely tucked in the hanger! HECK YEAH! No freezing outside doing preflight, or having tuff times getting her started! I finished the preflight, and we litterally pull her out of the hanger. This is quite easy to do with these light birds!

I go through the checklist, by memory, and then check it against the actual list. WOOT! Nothing missed, though I did ALMOST forget to check the flaps! All the vitals were good, time to fly! Tim, the instructor in his new tailwheel, gives me a thumbs up, and I'm on my way. (Note: I hope to have money to get some tailwheel training and endorsement!)

The flight went smooth, as it all immediatly came back to me. It was pretty cold until the engine really warmed up...which took a while. Air was smooth, and I found myself relaxed and enjoying the scenery!

I flew over a few little towns, a golf course, and there I was at RWI.

I get on the radio, but there's no one around...at all. So I cross mid-field, everything looks good, and I tear drop into left downwind. At this time, I get a little nervous, being my first landing in a while, and at a different airport. I just went through the normal routine, and everthing went perfectly. My airspeeds were dead on, and only a little bit high on the glide slope. I came in, ready to flare...which is were ALL the ART of flying is, and did it all perfectly...1st landing greased! I was STOKED!

With my worries unfounded, I did two more touch and goes at RWI. Both of those turned out fairly smooth as well, but not as perfect as the first. Still, they were smooth enough, and on the centerline.

As I turned home, I viewed Rocky Mount, and the nearby river. I was extremely happy that "I've still got it" and enjoyed the flight home. Along the way, a few more pics.

After ariving back at home base, I was pretty pleased...heck I was extatic (SP?). I guess flying is now down into the muscles and subconcious. Like riding a bike!

So much for flying...

2009-01-19T06:12:00.000-08:00

Everyone who's worked towards their PPL, know it takes allot of work, time, and money. Remove either of the two last bits, and it's not possible.

It's often frustrating when that happens. Even more so, is when you do make it, and have that glorious sign-off to freedom...only to have it taken away.

My workplace announced a not-so-nice paycut of 10%, no more 401k contributions, and no raises. It's almost amuzing how that 10% worked out to be my exact budget for flying every month. It wasn't much, but enough to ensure I flew two or three times. Now, I felt my living force drain...drain back into the dream killer cubicle.

Maybe I'll find another way to get me flight fix...maybe a few of us pilots can get together, and share the cost and make a single flight manageable. Maybe I'll finish working on the R/C airplanes and heli's...I dunno... In the meantime, this blog will undoubtedly become fairly sparse. The thought of that sucks, as their are so many cool experiences written down here. Now I know they'll be stalled for a while, the question is...will I regain airspeed and pull up in time? Who knows when some corporation is at the controls.......bastards.

Friends, Food, & Flight...what more do you need?

2008-12-15T07:20:00.001-08:00

During our training, we'd always hear about the immortalized 100$ Cheeseburger. This, of course, is referring to flying to some remote airport, and enjoying a tasty treat. The burger is a few bucks, but getting there...priceless! I'd been dying to do this very thing with my work mates since beginning my training. Last week we finally got the chance to do just that!

Our plan was fly to Beaufort, a nice little coastal town near Moorehead City. We heard the "Sandbar" was a good pick and close by. Originally set for Friday lunch, the weather simply didn't clear out in time. Sooo we postponed to Saturday and the weather was clear and perfect!

Up for the short hop & promising seafood were Emil & Ty.

Profile: Emil "I don't do crazy" Sanchez
-Emil's always up for a fun trip, as long as it doesn't envolve a gas station!
Duties - Eat food, have fun, take pictures, nuff said...

Favorite Manuever - The "rollercoaster"!

Profile: Ty "No touchscreen" Riser
-Ty's recently been biten by the flight bug!

- I have a funny feeling he wants a touchscreen phone from Santa (T-mobile letting him down).

Duties - Eat Food, have fun, help fly dis hear airplane, and test PIC's skills with (or rather without) flaps.

Favorite Manuever - No flaps landings

Weather was cool & fantastic, and we'd have a tailwind going down. It would be a quick 28min flight once airborne. The route (PGV-MRH) promised a nice view going over the huge Nuese River, along with overflying New Bern, Cherry point, and of course the NC coast at Beaufort. We soon found it didn't dissappoint!

Our vehicle of choice would be the Diamond DA-40 today. Ty flew in the DA-20 with friend Bob, and now he'd get to experience the big brother with a glass cockpit. The usual preflight succesfully completed, and the fuel was plentifull but not past the 35g for weight & balance limits. I headed back inside to find Emil & Ty ready to go. Inside, the engine roared to life quickly...one of the things the DA-40 does far better than the 20 on a cold day. (They spent 10 min trying to get the 20 started during my preflight). Moments later we were departing RWY 02.

I've noticed this plane really wants to get off the ground...which is usually normal in the colder months, but for the 40 it's occuring too soon airspeed wise! I have to force her to stay on the ground, else if I let her come right up, the stall horn immediatly goes off, and I have to perform the 'ol soft field method of holding her in ground effect. (So now that's just what I do each time).Other than that she's flying just fine.

We have a bit of low level chop, that hangs around even at 3500'. I get flight following, and the sightseeing begins. The landscape is the typical shades of winter, but you won't find any white stuff here. We might see a white Christmas once in a 12 year span. Soon we find ourselves nearing the river, and close to New Bern. Ah, a much nicer view than the dreary landscape before. We can see plenty of people tooling around on their boats, enjoying the non-typical 53°F warmth.

We soon see a huge highway clover and bridge system. I don't even wanna think how much that cost the taxpayers. Still it looks quite nice from up here. By now most of the light turbulence subsided, and cherry point was kindly pointing out the occasional traffic.

10 NM from Beaufort, Cherry Point gave us clearance to decend through their airspace. Though we didn't get a pic going in, we have a nice one of Cherry Point going out. MRH airport reminds me allot of Manteo, in that it looms on the edge of land stretching out to the sea (or sound). It's never really intimidated me to see the edge of the runway so close to the water. (A good pic comes later).

An Aztec is on long final for 08, which wouldn't have been my first pick (winds varied from 340 to 020). Still winds are light, so I don't mind a slight crosswind. I'm blown closer to the runway in the downwind than I'd like, so I abandon the square base to final, and circle it around. I don't compensate enough for the wind, and I'm a bit right on final. No problem, as I get her back on track (I remeber not to correct to much and too quickly.) I had flaps to T/O and give Ty the word to "give me full flaps". Normally I'd handle that duty directly, but uh, Ty has long legs and it's between then on the panel! I feel the plane settle, which was strange...I didn't know if the wind had changed or what. I increased power to stabilize the decent. I notice my airspeed...100k! WHOA, WTH! At this bank, with those flaps, I shouldn't be PICKING UP SPEED! Yet I was. "Crud I'm way to fast" I announce over the comm. Near the threshold throtlle cut, I was still at 90k...15k too fast. I simply hold her off...slowly bleeding airspeed, and at half the runway I touchdown. Somewhat firm, but not bad. It's then I go to retract flaps, and notice the problem during approach...they were fully up! I had failed to visually check the flap position...normally I look right after I set them. In this case, my flow didn't happen, because I asked for it to be done. I cannot fault Ty for my lack of proper flap instructions, but he indeed cleaned up the flaps instead of switching to full. OMG I couldn't believe I just did a no flaps landing! Even with crosswind I at least have the first stage of flaps (T/O - 15°). It certainly explained the excessive speed!

Whilst I was getting over that, the FBO was ready for me and guided us to the parking. We'd pick up 10gal of fuel to avoid the 15$ landing fee. We get instructions on how to walk to the Sandbar Restaurant, and we quickly realize...this isn't the short walk he mentioned over the phone. It takes us 25min to walk there, most of which involves walking around the airport. A few stray dogs tagged along, hoping for a treat. After passing a lot of huge sailing vessels, the sign for the Sandbar looms.

They obviously have an artist in the family, as the sign, ceiling, bathroom doors, etc...were all painted in vivid colors. Almost with an aggressive brush, paintings of everything from the sea life, to tiki images loomed. This place certainly had character, but was the food as good as our buddy Dave said it would be? Ah indeed it was. Ty ordered a couple rounds of oysters as appetizers. I had to refrain, as my stomach & head remembered the last time I chugged down oysters. Ty & Emil were lovin' 'em though!

We had a very nice view of the harbour as sat. We all ordered some form of seafood platter, and the waiter, whom also looked like the owner, was very quick and friendly. The winds had changed and now the planes approach took them right over and beside the restaurant. Apart from the roar of planes to and fro, it was a very quiet scene. Our dishes arrived quickly, and the food...awesome! Dave didn't let us down! I could barely eat all my shrimp and scallops! Thumbs up from all the guys! Ty ended up being sneaky, and grabbin' the tab inside! Someone get this guy a touchscreen phone! He deserves it!

Alas, time to head out. After dismissing the long wait for a taxi, we walked back. On our way around the airport taxiways, one guy in a mooney was zooming around! He must have been in a major hurry...any faster, and he could have lifted off the taxiway!

I grabbed the fuel receipt, checked the fuel (which didn't seem like they added the 5gal to the right wing). I dismissed it, as we still had 28gal total. Soon after we were up in the wild blue again. Before turning home, I decided to climb and go out over the coast and check out the view. It was really a nice site. Emil, as always, snapped some nice pics!

<--(Up the Nuese River) (A nice view of Beaufort & the Airport)-->

Flying back at 4500' was far smoother. Ty has some helo flight experience, so after a quick breafing on the G1000, controls, and the trim was set, I handed over the controls. After a few minutes of getting the feel for her, he was flying pretty well. Altitude was maintained well, and if he was getting off the GPS track, he'd intercept nicely.

Soon we were near PGV and a few other Diamonds were buzzing around. I came in nicely, ensuring that the flaps were correct this time around. I was after a nice greaser, and ended up being about a foot off the runway when she began to stall. Dang, not what I was hoping for...a minor hop. Ah well. I put it out of my mind as I still make the first turn-off back to the FBO. I always mourn pulling up to the parking...the time was short 1.4 hour on the tach, 1.7 on the hobbs. As always, it's not a question of when do I WANT to fly again, but when do I have the FUNDS to fly again. In this case, much thanks go to Emil & Ty for helping pay their share of flight costs!!

Everyone seems to leave happy, as Ty talks of flyin' to Fayetteville. It's always nice to leave with smiles, and talks of them beginning their journey to become pilots themselves!

(Photos courtesy of Emil Sanchez! Thanks man!)

Sometimes the wind doesn't play nice.

2008-12-07T16:59:00.000-08:00

This trip would be no exception, in fact it was nearly scrubbed altogether. Winds at PGV were 31015G24 (310° 15knots, gusts to 24k). Winds aloft were 320 @ 30k! The most notable runways are 02/20 and 08/26, and thus promised a crosswind of 50° to 70°. Even with the gusts, they are well within the DA20s limits, but I don't like to get anywhere near those. So I was about to scrub it, when one of the instructors reminded me that 33 was open! At 2700', it would be a nice short field T/O! I looked again at the winds at our Wilmington destination (ILM), and they were high but steady. So off we go!

I was quickly reminded of how much it sucks to pre-flight a plane in 4°C wheather, with the wind laughing in your face! I kept Maggie in the lounge so she'd stay warm. After a grueling 10 minutes, she was ready to go.

Inside, it was marvelous to put the top down...ahhhh a shield from the bitter windchill. Aparently, the DA20 had it's own reservations, as she refused to start! It must have taken 5 minutes of coaxing, and figuring out how long to prime & how much throttle to get her to spring to life. The battery was now in the red with no success. I gave it a minute, and tried again, 6 sec of priming, and closed throttle, and she FINALLY roared to life. I always feel like an idiot when it takes so many tries to start! When the heck are planes gonna get TRUE fuel injection, dang it!

Taxing was certainly an interesting event, as I recalled the elevator & aileron positions for the wind. I kept hard rudder most of the time, just to stay straight! The gusts were enough to shake anyone's resolve! Still, she was running good, and I pushed on. As I did my short field take-off, I realized I completely forgot to activate the flight plan! DOH! Ah well...

I contacted Washington Ctr, and got flight following. I'd been nervous about this trip, as it's to a class D area, that really operates like a class C. A regular class D is super easy to me, but not class C or B. Allot more communication to keep up with, including monitoring the comm and picking up the ATIS Info. With flight following, at least I knew I would be handed off exactly when needed, and thus one less thing to worry about.

I was informed an Tango Airmet was announced, to which I muttered "no duh!." This had been one of the shakiest rides I've ever had. Seeing the altimeter go immediatly 100' above, then 100' below, then back to 4500' was even testing MY stomach. Poor maggie was trying to read a book, combined with the turbulence, was starting to affect her tummy! I had her focus on outside, gave her some direct air, and she felt better. For me, the trim was darn near useless, and had to go with the punches for the most part, and correct when things settled. I was skidding 15 degrees to stay on my desired ground track! I was starting to fear the upcoming landing at ILM!

Fortunately the comm was smooth, as Wash Ctr handed me off to Seymour Johnson...from there, a huge 40 miles out from ILM, Seymour transferred me to ILM Approach. oooooh boy, here we go. I wasn't expecting to be transferred so soon, and hadn't had the ATIS info yet. I think they understood, as they said "223DC, maintain hdg to ILM VOR, right base rwy 35, advise when you have information Echo." I radio back the instructions, and then grab the ATIS on comm 2. Winds are 320° 15k Gusting to 22k, rwy 35 in use. *smirk* ooh boy, a slight xwind and gusts, this will be interesting!

About 9 miles away, I'm long since wondering when they're gonna give me my clearance to decend. "3DC turn hdg 160" Ok now they're at least vectoring me around. A few minutes later, I get an instruction I hadn't heard before "3DC cancel hdg 160, setup right base for 35, contact tower on 119.9" I repeat it all, unsure of why it was worded as such. Now I'm further away from ILM and beside 35, yet still at 4500'! I start to turn to give me a 45 right entry into the downwind, and begin decending. The tower gives me my clearance to land...to which my mind says "sure, be there in 10 minutes lol"

I want to really get down, but I can't. I don't want to cold shock the engine, and she's already borderline on the cold side. I slow her way down, while keeping the decent limited to 1000' per minute, and I leave the mixture at a leaner setting. It seems to work, and I enter the downwind, still high at 1500'. I feel the wind pushing me SE, and have to keep around 10° of right bank to stay straight. It's always a weird feeling when skidding or slidding, to see the plane pointed one way, yet going another.

Since I'm worried about the crosswind, I keep my speed up. Unfortunetly on final, with so much wind, I couldn't get her slowed down to pull full flaps. They say you shouldn't use full flaps anyway in high crosswind. I cross the threshold and I'm doing 75k...way faster than the 60-65 I'm used to. The wind is gusting me, causing me to balloon. I get her pointed down, and the gust dissappears...this goes on for a bit as I bleed the airspeed. I'm workin' the rudders like crazy to maintain the centerline. I was getting real worried about the alignment at touchdown. Either skill or luck (most likely the latter), I had the plane nice and straight, with the left wing a bit low, and the left wheel chirped, shortly followed by the others. Whew! I was more than glad that was over. I used up 3000' of a 7400' runway when it was over...a rediculously huge number when being used to a typical 1200-1600' Still I turn off on taxiway Hotel, and pick up ground. A left on Alpha, followed by a right on Charlie, and I spot the desired Air Wilmington FBO. The nice fellow leads me to my space and I shut her down.

I sat and thought...that was the most challenging flight of my life! Still we arrived safely, with our tummies a little less happy. We had run late, and so had my folks coming to pick us up.

After visiting for a few hours, it was time to head home. I had no desire to practice xwind landings at night. Winds were back to normal, and the Tango Airmet was gone. Tim snapped a few shots of us getting ready to go at ILM.

The trip back was slow, now against the NNW winds, giving us a 95-105k Ground speed. Still I was happy that the turbulence, for the most part, was gone. I was able to snap some pics and videos of our journey home that I'll post later.

It was dusk when we arrived at PGV, much darker than I hoped it would be. With only 02/20 being lighted, I would have to do my biggest xwind landing yet. I setup for what was dominant for current traffic (02).
As I pulled the throttle at the numbers, the wind literally drug me suddenly toward the runway. I added power and got into a 20° right bank...watching as the hospital slide off my right... Crud, I'm gonna be way to close. I threwout the square pattern and made and direct 180 to final. It worked in that I didn't overshoot, which I would've if I'd tried to stay square and fight the wind. Unfortunetly, it meant I didn't go through my step down in speed, and I was on final at 90k. WAY to fast, to the point I was ready to go around if I couldn't get it to slow down. Throttle was cut, and I pitch back to slow down, but the best I could do was 80k. Over the threshold, again fighting the x-wind, and I'm much faster than I like. I get it to 75k and throwin full landing flaps. Almost immediatly she begins to behave nicely...I just hold her off a little longer... A firm landing, but no bounce.

In all the main thing I realized today, is I was often behind the airplane when doing the x-wind landings. I hadn't done them for a while, and while I did keep my speed higher, it was likely TOO high. I wasn't used to burning up so much runway either, and having to be moving so quickly on the rudder! At least I remembered the basics, and kept the wind side wing down, and landed on the correct wheel first. I'm gonna dedicate some time to work on x-wind landings solo, so I'm not so behind next time!

Back in the Saddle!

2008-11-17T12:14:00.000-08:00

There are many ways one can do in light of a bad experience. Some choose to avoid anything remotely related to it. Others choose to learn from it and get right back in the saddle. I'm usually the later, at least once I've analyzed it enough. (See previous blog as to what happened that flight).

I've since taken a detailed course on the G1000 systems, beyond the "how to use" that I was given in training. Even more strange, was this information was available on a CD-course at the FBO! Why didn't the CFI mention it? Armed with that knowledge, I would have realized the G1000 errors all spewed from the ACD section, and the AHRS (pitoh systems) where fine. At that point I probably would have been less stressed and simply performed the re-set of the system, which may have brought it all back on line. Lessoned learned.
Still, my confidence in my abilities were still shaken. I was anxious to regain that and my spirits. So instead of jumping back in a DA-40, I opted for my 'ol friend 223DC. As I appreciate CRM more and more, I asked Emil if he cared to come along! He looked and smiled, and I didn't even need to hear his reply.

We arrived at the airport 15 min early, as I often do. The plane was gone...uh oh..what now! Ah but no worries, the instructor took it up for a brief demo flight. As I waited, checked the weather again, and little had changed. Still light winds and clear skies. We went out to the DA40, and I explained in more detail how the control surfaces control the airplane. The 20 arrived shortly thereafter.

We preflighted and waited for fuel. I was still a little aprehensive about how my landing performance would be. Last time it was nothing close to smooth in the 40 with all my nerves on end. Had I lost my landing art? Today I found my worries unfounded. It was pretty busy, for PGV anyway, with two other planes coming in. We kept a good eye on them as we left terra firma. I went through all the pattern steps with Emil, which actually helped calm me greatly. I was nailing my airspeeds and altitudes with little thought. My first landing ended up being right on and smooth. Yes, I hadn't lost it after all! Relieved, I did two more landings, with only one with a bit more float than I like, but still smooth.

We took off to take in the Greenville sights. We headed west, drivin' the 264 beltline at 2000'. As we neared the exit, I prepped for nice and quick steep turn! With a smooth and quick command she banked through and I began to smile. I was finding my love again. It had left me for a week, but with open wings it took me back in. We flew all over the city, laughing at those stuck in traffic below. We were free. Our last fly over would be the ECU stadium. I kept my airspeed a little higher and preceeded to give Emil his first 60° bank experience. "Whoa, your pullin' it!" Yes, 2G's in fact. As we entered it Emil took the pic above. Ah classic.

With a grin on my face we headed back to kiss terra firma. As I did, I had one more manuever to put Emil through. I turned base sooner to be high, so I could perform a slip. I know the first time a CFI did this to me, It was freaky! Instead of looking through the nose to the ground, your looking out the side and pointed to the ground. He freaked for a second, and grabbed the panel cover as we slipped on down. "OMG" as we neared the runway and I pulled out of the slip..."don't do that again!" heh heh no problem.

Today would be a mere 0.7 hour flight, but I was in glee. It was a fun flight that brought back my confidence and love for flight...and I didn't even leave the area. Flight around Greenville $86, Smile & pride on my face, Priceless.

Trouble happens in Threes!

2008-11-10T07:56:00.000-08:00

In my life, the number 3 has been rather mystical, because everytime something goes wrong, two other things always follow. This sunday was certainly no exception. All pilots seem to experience glitches or other problems eventually in their flights, and I'd already had my share. This one, though, got my nerves frayed.

The DA-20 was still out of service, so we'd go up in the good 'ol DA-40. Although, as the day went on, I had a few "new" names I gave her, non of which should be repeated. I get out to preflight her, and the first thing I usually check is the fuel level. I saw the left wing at 30%, and the right near FULL.... urgh. I love it when people forget to alternate the tanks to keep the plane evenly balanced. Still I had 25gal of fuel, so I didn't worry about getting the left wing capped off. The pre-flight went well otherwise, and with Maggie situated in the front seat, she roared to life.

Everything came up fine, and I made my radio comm check. No one responded. Hmm ok, well it's a sunday and I don't see anyone around. Volume was set ok, and I could hear ATIS and Maggie just fine. So I continued and made my way to the runway. I had completed my runup and everything continued to appear ok. I checked for traffic and announced my departure. I began past the hold line upon which has another 100y until it turns left to the rwy. Just then my eyes spot a jet just turning final! OMG! I put on the brakes, and radio "Pitt-Greenville Traffic, Diamond 537MA has final traffic in sight, state your intentions..." Now I realize what a stupid thing to ask, as they obviously intend to land. I'm out of the way, and just hold as I wait for a response...nada, nothing at all comes through the headphones. Strike ONE, I KNEW they must be making announcments on the comm, and the fault must be on my end. I turn around and head back to the FBO. I was in shock that I came close to causing a runway incursion, and mad that I hadn't been more diligent testing the comms. On the way back, I was checking fuses, volume/squelch knobs, etc... still I heard no one.

As I parked and shut her down, I decided to check comm2, which I used to get ATIS earlier. I called out and Hallelujah, someone answered! I thanked her much, and mentioned I must have a Comm1 failure. With that Comm verified, I started her back up and taxied back to the runway. I should have ended the flight right there, KNOWING inside, problems come in threes!

We'd just turned to my calculated heading, when I activated the GPS to Tarboro. Strike 2 -Nothing happened...the lovely pink line that usually appears, with heading and distance information failed to come up. Again I had to remind myself "fly the airplane first" instead of spending too much time inside trying to troubleshoot. I hit the alerts button which told me "GPS receiver not detecting GPS signal" Ok, ok fine, I'll just use pilotage, and followed my way points, and constantly verified my position on the sectional. It ended up being more fun that way, that is, if my nerves werent already getting fried.

We reach Tarboro (ECT) and I'm high on final, no problem as I slip on down. I found the narrow runway affected my visual height perception a little, and the landing was hard but didn't bounce. Dang...Looks like nothing is going right today.

As we back taxi and take off, suddenly the PFD is flashing a big red "X" in place of the attitude indicator. Strike 3! Again, I noticed I was paying to much attention to it, trying to figure out what was going on. I forced my head back outside and continued to fly the airplane. As I did, the attitude indicator came back up. THAT's it! I'm ignoring the PFD, using my back ups, and heading back immediatly to PGV. In reality, I should've not flown at all, knowing my luck. Still, the aircraft still flew fine, flaps worked ok, etc... It's just the G1000 that was going nuts today. It was almost like being in a sim, where these things were programmed to fail on you.

Back near PGV, the CRJ that landed when I had comm problems, was now taxxing out. In attempt to ease what happened earlier, I told them I'd extend downwind etc, so they could clear the area before I land. They crossed the runway, and I was then clear to set up for final. My last landing of the day, I flared to soon to high off the ground... I'll chock it up to my nerves and landing at narrower fields all day in which I flared to late. Still a hard but no bounce landing. I quickly taxi back to the FBO, and shut her down.

For the first time in a while, I was happy to be out of the airplane. I was furious at the airplane, and myself for continuing on. Though the actual flight was never in jeopardy, my nerves and therefor ability as a pilot, were critical. I was frazzled and should've just sat this one out. I'm gonna head back over there today (Monday) and see what the heck was wrong...was it something I did wrong, or was the equipment just going haywire!?

The Coastal NC Tour!

2008-11-01T19:38:00.000-07:00

The point of going somewhere, is not the destination, but the journey itself. I'm not sure who first coined that phrase, but it certainly holds true in my book! You certainly don't have to twist my arm to fly either!

This go round, I wanted to fly along the beautifull NC coast, and take in sights. As I rarely like going it alone, I had my amigo Emil, and daughter Maggie along with me! Emil had mentioned he really hadn't been to any museums, so First Flight (Kill Devil Hills) would certainly be the first stop! After that we'd take off down the coast, as pass over several light houses, including the most infamous Cape Hatteras Lighthouse! So there are some GREAT pics in this blog! (BTW you can click for the big versions!)

Initially I planned to take the two seater DA-20, but they called and said there had been a "prop" incident. Before my mind could imagine possible horrors, they immediatly said it involved digging into a soft field! Oh my, don't they know an airplane is a horrible lawnmower?
They said the DA-40 was available, and would let me rent it at the DA-20 prices! REALLY! Awesome! That meant more people could join in the fun! Unfortunetly, they filled up both tanks (40 gallons! OMG!) and that meant 3 adults and one child would be 50lbs over gross! Dang. When I called them back to try and get the tanks drained, they said they were heading out to repair the DA-20 and wouldn't be around. Well, looks like someone was staying behind, and that ended up being Meg. Shoot...I really wanted everyone to go, but Meg was still feeling sick anyhow.

At a cool 65° I headed out to the airport. It was 2:45 when Emil arrived, and witnessed the last of the pre-flight. "Nice plane" he chipped. I couldn't agree more! I pointed out the control surfaces, and gave him a quick overview of their function. He'd never been in a small GA plane before, yet he didn't look nervous at all! Hmmm we'll see :P.

The preflight was done, and right as I said "All we have to wait for now is Mag..." there they were at the gate. Right on time! I helped Maggie get situated. They really don't make visibility good for the little ones. I had to have her sit on her backpack. Putting on her headset, I was happy to see she was exited. I was worried that after doing this once, that she'd not be as interested. Emil hoped in, and I was reminded how the few inches of side-to-side space really make a difference. Meg watches on as I bring down the rear side canopy and hop in myself. Winds were favoring 26, so I knew she wouldn't get to see us take-off.

What sometimes takes a while, ok seems forever, is the rest of the stuff between starting her up, and actually flying. The DA-40 has more things to check out than it's little brother. Still we're through the run-up, called and activated the flight plan, and we're set for flight!

We're about 300' up when Emil gives his characteristic "Woah!" followed by "this is nice!" Flaps up, prop to 2400RPM, and we're off on the first leg of our journey to FFA (First Flight). By the time we get to 5500', we're behind by a mere 2 minutes. No problem, this puppy can cruise around 130k (though I recal 135-140?). Not allot to see untill we reach the edge of of Albemarle Sound. No autopilot in this one, so Emil handles taking the shots.

The next leg hangs out on the right land side of the sound, and offers up a great view. I snap a picture of the glass cockpit right before I change headings. The winds gave a light tailwind and virtually free of turbulence! YAY High Pressure! With things all trimed up I take a few shots of my fellow crew!

Crew : Maggie Crowell aka "Trooper"

Responsibilities: Identify and relay all ground visuals to the PIC. Also reads stories after the sun goes down. Reminds the PIC that he could be making better time, as we're hardly ever "there yet."

Favorite Manuever: The "rollercoaster", a steep climb pullin a few G's, followed by an immediate -G dive. She can't get enough of 'em!

Crew: Emil Sanchez

Responsibilities: Enjoy the view, not get sick, remind the PIC he needs a G1000 refresher as it's apparent I don't know but 1/4 of it's features! (Still don't know how to get XM radio working!) Finally learn how to fly this here airplane!

Favorite Manuever: The "rollercoaster" of course!

Now back to the trip commentary. We were around 30 NM away from the coastline, and we could see it quite clearly. A mere 15 minutes and we'll be there. Flying, IMHO, is hugely enjoyable...then adding to the fact that you don't have snake and wind through roads to get to your destination. A drive that took 2hrs 15min, will take us 40min tops. I begin throttling down, and setting the prop back to decend back down to 1500'.

We arrive at FFA and while I'm used to seeing a decent amount of traffic, there was none. Winds were again calm, so go with the historical wind data, and setup for RWY 20. As we turn into the downwind leg, Emil takes a GREAT shot of the monument.

I'm still getting used to operating a constant speed prop, versus the fixed pitch I'm used to. Transitioning back to full prop (rpm) takes a little more time, and I'm not quite "ahead" of the airplane. Once I slow her down, and do all that, I'm usually back on track. Landings usually make first time passengers a little nervous, as their not used to pearing down at the runway. Still, Emil showed no concern, and I give my lovely crew a nice squeky landing! Always a good thing, especially when in a plane I don't fly as much.

We taxi up to the parking area, and find two powered gliders prepping their gliders for flight. While I certainly think their neat, I just wouldn't want to go up in one. Not enough, um, frame around me I guess. Though I'm sure that's the whole point. We were half-way up the monument walk when one took off. From my point of view they were pitching pretty darn high for a while, I was quite impressed actually.

We took in the sites, and ended up diverting to the museum, as it was closing at 5PM. We had 15 minutes, but it gave me enough time to buy some trinkets for Maggie and the Misses. WOOT! Refrigerator magnets, she'll love those! LOL Hmm maybe I should get a T-Shirt too! Maggie picked out a book and a magnet, and we went to catch up with Emil.

We check out the Wright Flyer replica, which never gets old. Emil mentioned they had some serious cahones (sp?), to do what they did. Indeed, as what goes up, must come down...how one comes down can mean another day, or sadly meeting one's maker. Thankfully neither of them met any demise that December day, and gave us all wings. To this day, I always remember, Take-offs are optional, landings are mandatory. (Rule #2 on the W.A.R. list :)

Sadly the park begins to close, but that doesn't stop Maggie from running down the first three landing points. It'd be nice to have her energy. It's a long walk back, and one of the park rangers try and tell us we need to go the other way. "We flew in Sir!" "Oh, ok...nevermind" You'd think they'd be more used to that.

Back in the plane! "da plane, da plane!" This time, after a quick review with Emil, we plan for his first Take off! Always a cool moment! I man the rudder and throttle, and do a short field launch. I give him the word and he begins lightly pulling back! WOOT! We're smoothly off the ground, and as he notices, he pulls back more quickly. I quickly tell him to push forward, get the nose down, and make sure he doesn't pull back more. After he lets it down, I remind him I did the same thing my first time. Ahhh it seems so long ago. As my instructor did, I tell him to keep the nose at the horizon, and we continue to climb. (NOTE to those picky pilots out there: It's understood Vy is such that requires a higher pitch, and keeping it at horizon creates airspeed > than Vy, but it's a good first training method). I ask him to give me a turn to the right...oh ok my other right is fine too! It was all good. I'll have to ask him to put his 2c on the whole thing for us!

Next we fly over coastal shores, at a mere 2000' feet. I'd love to fly lower, but much of the area is protected national seashore parks. (FAA requires overflying of parks to be 2000' above ground level.) The view was fantastic, as I skate back and forth of each side of the islands. We come up on our first lighthouse on Bodie Island. Smartley enough, it carries the same name of the island. Even from 5 miles away we can see it's distinctive and straight black & white stripes.

On our way to Cape Hatteras, I asked Maggie if she was ready for a "roller coaster!" She squelled with a prompt "Yes daddie, I want roller coaster ride!" I turn to Emil, and you could tell he was a little concerned about this manuever! I turn to him and tell him to pucker up and get ready. I get the plane set up for manuevers, and woosh, full throttle as I pitch up. You feel the G-forces plant you in the seat, and then I pitch over, and pull the throttle...you feel your stomach move up as your dair'iar becomes light. "Weee, that was fun daddie! Do it again!" I look at Emil "That was wild man!" I do another one, pitching up a little harder, and down a little more. Maggie's just squeling with joy! I give everyone's body a chance to recover, and the plane as well. I must be getting more consistent with it, as she was back to cruise airspeed and altitue quickly. I ask everyone if they're ready for a real good one. Emil laughs and says "uh, sure". "Ok, now this one's really gonna get yur butt off the seat. I smoothly pull up to high pitch, and push over harder and faster, keeping the throttle in a little longer. Wooosh, up our butts go feeling some good negative Gs. Even the keys float up! Emil's eyes were wider than I've ever seen as he grabs the dash! The last one for the night, leaves everyone happy!

Finally, the cou'de gra, Cape Hatteras! Still at 2000' I did a slow 360° manuever around it. Smartly using the zoom, Emil grabbed a fantastic shot of it's new home. The last time I saw it, it was still on the beach front! I think that was back in '97! I think they began moving it, amazingly so, back in '99 and took them just a few weeks to do it!

It was getting late, and the sun began to set. While initialy we wanted to get back earlier so we could have a nice view of the land, it gave us the most beautiful view of all. As it softly set, you could really see it reflect off the ocean. It was a really cool unique way to see the day end.

After the sun set, it was relatively quiet, and the air was really cool. I had to turn on the heat for the first time! Within 20 minutes we're overflying washington, and decending down for Greenville. I click on the lights, and enter downwind for 20. I notice the lights seem "dimmer" than I'm used to. I usually turn them down to medium on final, but they were still dim. The runway seemed much less visible, as I flare late and WEE a bounce...AIEEEE DANG! I get the nose level, then reset the flare, and land firmly. (After shutdown, I realized what my problem was, I had left my sunglasses on! DOH! Hmm, must add that to landing checklist..take off stupid sunglasses!)

We taxi back, and perform the sad duty of shutting down the plane. 2.6 hours of x-c flight time added to the log, and a buckefull of memories to go along with it. The journey never fails to do that! We took some video too, so hopefully I'll have something put together early next week! Thanks again to my awesome and willing crew; Emil & Maggie! I hope you had as much fun as I did!

My little Co-Pilot Maggie!

2008-10-27T05:35:00.000-07:00

During my flight training, my daughter Maggie & wife Meg would come by. They'd watch me pre-flight, and Maggie loved looking inside the airplane. "Can I go with daddie?" she'd inquire with a smile. Each time I had to sadly deny her. "Sorry sweetie, daddie can't take you with him yet." She'd look down, a six year old not comprehending why she couldn't go.

The time had finally come, and I made plans to take her up on Monday. She had it off due to teacher workday (which for K-3rd grade, I'll never understand why they need such a day). Winds were expected to be higher, so I opted to go on Sunday instead. Maggie was very excited to finally be going with me! "We're going up with the birds daddie?"

Today was finally the day. Calm winds prevailed as we pulled into the airport. I noticed my classmate Mike's car was there. As far as I know, the only other remaining active student from my class. Sad that 8 students started, only 2 of us remained. I strolled in, greeted Mike and he reached down and gave my daughter a hug. I told him I'd been waiting to see his name on the board, and he informed me he took a break for two months. I can certainly understand that! As I grabbed the headsets and the "can" (has the keys, hobbs, and inspection info to the plane), I began walking out with Maggie. Mike looked back puzzled... "You two going out together?" I quickly nodded, and explained I got my PPL two weeks ago. I could tell Mike was shocked! We both always figured he'd finish before me! "Congrats" he chipped as the door swung closed.

It was about 60°F at the plane, and Maggie being in shorts and t-shirt was cold. "Don't worry sweetie, it'll be warm in the plane!" After I checked the outside, I boosted her up inside. Hmmm, my concern for her visibility was warranted, as the seat sunk so low, she couldn't see out the canopy. I grabbed the aircraft cover, folded it, and placed it under her. "I can see now daddie!" I grabbed the headset and found, amazingly, that it fit just fine. She wasn't surprised at all to hear herself in the headphones!

Starting the noisy engine didn't bother her a smidge. We taxied out, waving to Mike pre-flighting the DA-40, as we did. So far Maggie was handling it all very well. The real test would be to come though. After a full run up, I look over at Maggie, and ask her "So you ready to fly sweetie." She smiled and without words let me know she was ready! I move out onto the runway and begin the take-off roll. I wanted to make it as smooth as possible, as I didn't know how her tummy would feel. I find I let the plane "tell me" when it's ready to rotate, contrary to looking at airspeed. You'd be amazed how quickly you learn to feel the airplane just so. Right around 55knots she smoothly lifted off. A few seconds after, Maggie asks me "When are we going to be flying." To which I respond, "look out the window there..." I could hear the excitment in her voice "Wow, cool....look daddie, there's a river!"

I stuck to the pattern, so I could judge how she'd handle decents and turbulence. So far there was a little bit of bumping, but not too much. Meg certainly had it easier when she flew with me. While downwind Maggie was chattering away, asking questions on where our house was, making general statements about what she saw... I was very pleased that she was enjoying the ride!

The first landing wasn't perfect. My airspeed was a bit higher than it should be. I touched briefly, and then up again then a soft landing. I have to adjust for this colder air, she reacts more quickly to every command, and is less forgiving with excess airspeed. In any case, my little copilot was oblivious to anything being wrong, and just stared out the window. "We on the ground again Daddie, I can see the airplanes."

As any would, Maggie wanted to go see our house. Once we got overhead, I did a steep ground reference turn over it. "Our house is right there," pointing out to my left. "Can you see it?" Maggie shook her head. She could see all the buildings, but I could tell she didn't know how to recognize it. I turned around and did a steep turn to the right, hoping that would give her a better view. Still, no luck.

I headed out towards Washington-Warren field. I figured the practice area would be a good place to give my co-pilot some flying time. "You want to fly the airplane Maggie?" "Uh-huh" I gestered her to grab the flight stick. "Ok, if you want to turn left, move the stick left, fly right, move it to the right. So which way you want to go?" She wanted to go left, manning the rudder, I followed her left ward movement. "Alright! Your flying the airplane sweetie!" She did it nice and smoothly. "Ok now to fly straight again you have to move the stick the other way until we're flat again..." She moved the stick back to nuetral, but didn't quite move it right enough to turn us back. I got us level, and let her turn right. Of she went, and this time she got us in a nice 15° bank, and return the stick to center! "Good job!" I decreed, a natural!

Next up, climbs and decents... To keep it simple, though I dislike phrasing it this way, I told her to push forward to go down, pull up to go up. Still reaching out, she pulled the stick back, "We going up daddie!" Next she moved forward and down we went. I had the throttle pulled back to keep our airspeed stable, and we slowly decended to 1500'. I took over and climbed back up to 2000' and let her have the controls, this time letting her do any movement she wanted. "I like going down!" I chuckled and watched her pitch down and descend.

I took over and continued to Washington, where the scenery was better, and to get in a few landings at another airport. By this time I could see Maggie was getting either tired, or her tummy was bothering her. She said she was just tired, but I figured her tummy had enough for the first flight. So we headed back over to Greenville. Came in, negotiated pattern traffic (Mike was finally taking off. Wonder why he took so long to get off the ground...it'd been an hour since he'd begun his preflight. In any case, we come in and I give the smoothest landing all day. We park and after shutting down, breath the fresh air as the canopy opens. I could see Maggie was glad to get out and move around.

So overall, a good flight, and what I hope is a good experience for Maggie! How many six year olds can claim to have stick time in an airplane! She did really well, never getting sick, and handling the steep turns and turbulence like a pro! I look to the future and see a solid copilot, and one day a pilot in her own right...if she chooses!

A Lovely Evening for Flight!

2008-10-21T18:21:00.001-07:00

During my first 10 hours of student flight training, I mostly flew at night. My very first flight was during sunset, and at dusk, my first landing ever. It almost spoiled me, as the air is much smoother and cooler. It's like sailing on perfectly calm seas! When I switched to days, I was in shock! During the day, the sun warms the earth, and a natural convection begins, and translates to a bumbier ride & less performance. Add in all the other aspects of weather, and well, it's just not the same. You can even tell the difference when flying under an overcast, versus a clear day. Then don't forget the visibility at night is usually great, and the glimmering view of the city, beautiful.

After my first instructor left to go back to the majors, I was stuck flying days. I didn't see night again until the required night cross-country trip. Students weren't allowed to fly solo at night, without special permision at least, and it left me yearning.

So it should come at no suprise, after obtaining my PPL, that I quickly scheduled a night flight. Plus, I needed to get my night currency again (3 T/O & Full Stop Landings within 90 days). I was a little leary though...would I be off on the flare? ...too early, too late? I would just have to see. At least I DID know, that it would be far easier for me to spot area aircraft!

I arrived around 7:15 to grab the lock-boxed key, and begin pre-flighting the aircraft. To be official, the T/O & Landings have to be an hour after sunset, which was 6:25PM today. The air was a cool 55°F, very close to standard temperature...which translates to ideal performance. I was real giddy as I checked her from nose to tail. I couldn't wait to get up there!

So far so good, and I hopped inside. It was something special to be my first solo flight at night! She quickly roared to life even being cold, and I lit her up. To me, these flying machines are cool to begin with, but a lit up cockpit, even more so! The winds were calm, so I headed to RWY 20 at PGV. I made sure to keep my strobe off, until ready to take off. Don't want to go around blinding anyone! She felt a bit ruff during run-up, and I figured she was a little cold still. Leaning her out a little helped. Flaps in the take-off position, Transpoder to VFR, and we're ready to go!

"Pitt-Greenville Traffic, Diamond 2-2-3-delta-charlie departing runway 20, Pitt-Greenville." She roars down the runway! Could she be as excited as I? I had almost forgotten how quickly airspeed comes up during a cool night! I looked down and she was already at rotate speed! Up - up- and away we go! Oh wow was the air smooth! Yes yes, this is what I've been missing! I reach pattern altitude so quickly, that I actually overshoot 100'. Slowing her down in the downwind, I setup for my landing transition. Turning base was strange, as it was nothing but a black area...no landmarks to go by this time. I just fly the turn points by the altimeter (800' base, 500' final) and I'm right on the glideslope. WOOT! I begin chasing the rabbit, and correcting for a slight crosswind. The lights off the wings reflect off the runway...a bit later I flare, apparently a bit late (dang it), but smoothly transition the nose higher and land medium but firmly. Lord knows I hate to bounce, which I rarely do nowadays.

I come to a full stop, but another aircraft is shooting an approach into PGV onto RWY 02. If you've been following thus far, you know he's coming toward my departure vector. This sometimes happens during calm winds...each pilot determines which direction they'd prefer to land in. Usually, they alter to existing pattern traffic (ME), but they were flying IFR and doing approaches. They were about 3 miles out, while I could see them, I still had time to get out of their way. I radio back to them, letting them know I'll make an early crosswind turn, and head out of the pattern area. They kindly thanked me, and I'm suddenly off to Washington/Warren Field (OCW).

Now I've flown over there quite a few times, but never at night. As I climb to 2500', I verify they do have pilot controlled lighting. I setup the second comm to their radio frequency, and begin listening in. It's only about 15-17 miles away, a short flight. I take in the beautiful night scenery. I always loved looking out the window of a commercial flight, and pearing at the glittering lights below. Even cooler, that I get to decide where and how high, to go.

Green-White-Green, the OCW beacon appears dead ahead. No one has been on the airwaves, so I can pick which runway... 17? 23? 29? I decide to go with 17. As I begin to turn into a left downwind, I see both 17 & 23 have lighting, and I get a little confused. I quickly realized after calling out pattern position in reference to 17, I was actually in a pattern for 23. I announce the correction, and turn final towards the runway. OCW has trees on the side so I choose a point past the green line (touch down marker). I don't want to flare late this time, and I end up in a better position to smoothly land. I end up being a bit left of the centerline (dang), but a smooth landing non-the-less.

If there was a pattern tonight, it'd be taking off in the direction of inbound traffic. When I'm back taxing on 23, another pilot announces he's coming into the area. He's going to land straight in, which I wish people wouldn't do. I easily see him 3 miles out, and we agree I can get off the ground before he's in the area. I'm about 1300' up when I see him pass underneath me a good 400' below. Did I mention I love being able to spot people easier at night? It was EXTREMELY helpful tonight. He asks if there's an instructor on board. First thought in my head, ok, what did I do wrong? I radio back I'm by myself. He radios back that he recognized the plane number, and thought (my CFI's name) was on board. Ah, releaved that I hadn't made some huge goof, told him no, but he was my instructor, and I just passed my checkride last week. He congratulated me, and told me to tell him he (also named Brian) said hello.

Back to PGV, I didn't have the spare time (ok ok, I mean money), to toodle around the Greenville area. I overflew the ECU stadium, completley dark, but you could still recognize the front of it. No one in the area this time, as I setup for the downwind leg for 20. I had my smoothest landing yet, and taxied back to the FBO.

I park her in the first spot, lined up perfectly (my isn't it the small things that make us happy). I've completed my necessary landings, and sadly shut her down. All good things must end, so that others can begin. As I tie her down, and close her up, a CRJ comes in for a landing. I couldn't help but feel good to know I'm up in the sky with them, except this time....I'm in command. Makes me feel tingly all over.

(Photo courtesy of "EastCoastAirShooter", and is of another DA20 at night at PGV)

Expanding Horizons

2008-10-15T13:19:00.000-07:00

Since becoming a pilot, I’ve been itching to take family and friends up with me. It couldn’t happen on the day I was certified, as the planes were rented out. So, later in the week I decided to broaden my aircraft type qualification list, and get checked out in the larger Diamond DA-40. To kill two birds with one stone, I convinced my wife to come along. I figured she’d be more comfortable in the larger aircraft, and with a CFI riding along, more secure too.

My wife, under much hesitation, agreed to go up with us. Now understand, she’d never been up in a little plane before. I know she had allot of trepidations. Still, today came and she didn’t wuss out.

After a brief gound lesson on Constant speed props, Cruise engine management, etc.. we were off to the plane. I helped her into the back passenger seat, which is quite roomy. I went through the checklist, and started her up. After avionics came up I realized my wife’s mic wasn’t working (or she didn’t have it up to her mouth enough). So she gave us a thumbs up that she was good to go.

I was in awe and almost scared of the instrumentation panel. The DA-40 is a “glass” G1000 cockpit, which means all your instruments are on two digital screens. It’s an impressive piece of equipment, with menus and features that seem to go on forever! I’m personally a gauge lover, primarily because I can scan and get their information quicker. With the G1000, I have to look longer and closer…

Upon inquiring on where we should go, my CFI offered up Edenton. Perfect I thought…it would provide a fantastic view, as it’s right off the river closer to the coast. My wife smirked when we mentioned she’d love the view…I could see she was still very nervous.

Moments later we were off the ground… The DA-40 needed higher V-speeds than I’m used to, so I had to compensate. Turning and climbing up to 2500’ I started going through all the G1000 features. Then the CFI showed me, what I now call, the “staples” feature. I quickly understood why the other students wanted to fly the DA-40 mostly…because of the “Auto-pilot.” You punch in your heading or GPS waypoint or even VOR Nav, push a button and away it goes. You are now free to move about and fix a sandwhich! Want to change altitude or heading…punch in the new one, and bingo…off you go. “This is cheating!” I shouted. All those long cross-country flights I flew, keeping the trim and heading dead on manually, and the DA-40 guys had a button. How unfair! Ah well, it’s always like the richer persons to have it easier. I’m sure I’ll cry back in the DA-20 on long trips.

Setting up for the landings was certainly a little more work. Had to set the prop right and the manifold pressure (power). It was harder to gauge how she’d decend and such. Coming into final, my airspeed was lower than it should be, being so used to the 20. Still I made a smooth landing for my passengers. You barely felt it. Another go in the pattern, and I was much smoother, and far more stable on approach. Moments later and another good landing, though a little off the center line.

It was time to head back. Clicking on the GPS to PGV, and engaging the AP was all too easy. That must be really addictive. Mid way through I decided to do a 45 bank to see how Meg felt. I told her what we’d be doing, and gave a thumbs down…I felt she could handle it so I went ahead. Well, the little baggie was still empty! YAY!

Heading back to home base, a quick click on the decend nose down button, and autopilot began the approach into PGV. I might as well re-label it to look like a staples button. My instructor, to my surprise, pulled an engine out scenario. I pitched for best glide, same as the DA-20…and headed down RWY 20. A slight tailwind, and a not so low flare, and I set her down a bit harder than normal but fine. I wish I had made all the landings smooth, but no one’s perfect. The point was solidified though, a perfect example of loosing an engine and gliding back home. My CFI was smart to do so, as I think it gave my wife a realization, that these little aircraft are safer than they appear.

So another great flight, and another airplane under my belt… Hopefully I’ll take her up again next month!

(Pictures are over the Edenton, NC area, taken by my lovely wife Meg!)

I'm officially a Private Pilot!

2008-10-12T16:55:00.000-07:00

After working toward my Private Pilot certification for almost, a year...it's finally over! As of 1:15PM 10/12/2008 I add my name to large, yet still limited, list of people. Those who've conquered their fears of coming down (let's face it, going up is easy), and lived to tell the tale. To some, it may be nothing particulary special, but if you look back to Dec 17th, 1903, it's been a mere 105 years since the first pilot was born. (Fortunetly, today, we don't have to crash to learn how to fly. )

There have been times of glee, and times of frustration, and of course doubt in my training. Even my support team was split on this endeavor. Some thought it was a huge waste of money with uneccesary risk, while others supported me triumphantly. For those who kept me going, who helped keep the fires kindled for my passion, and gave a friendly shoulder...I deeply thank you. I would not have succeded without you. Though I was the next to last to solo in our class of 8 students, as of today, I'm the only one whose become a private pilot. Most either gave up for various reasons, or lost interest...again without my friends and family, I may have to.

Learning to fly was only part of the journey. The amount of knowledge you must assimulate (IMHO) is huge. From FAA regulations to weather forcasting, to communication systems, and of course the physics & systems of the airplane itself. Had I known this beforehand, I might of reconsidered. It has placed 2nd in my "most difficult commitments" list. The first being succesful in my career (which includes college). The title of this blog is ever important, as it did just that. This took all my senses and my tested my nuerons to their limits. At times, I felt like Al bundy, when one piece of data went in, I know something else leaked out forever. There's a reason why the oral part of the exam is often longer than the flight.

I leave now, still humble at how much there is still left to learn, and with a huge sense of respect for all aspects of flight & nature. I look forward to that learning, of gaining more practical knowledge & expanding my skills. Far too often, we, are the limitation...not the marvelous machines of flight.

So, if your ever in the area, drop me line...and I'll take you up. Be forwarned though, it just might get you hooked!

The Checkride date is SET (Oct 12th)!

2008-10-06T20:31:00.000-07:00

My instructor called me up a few days ago, letting me know my checkride was set! Looks like it'll be Sunday, high noon. *Cue old western wistle*

I'm hugely excited and, of course, nervous. Not so much about the DPE, but about my own consistency and knowledge capacity. Lord knows my mind feels like Al Bundy, were every fact I try to crame in, something else pops out. It may be that lost fact that gets me. Secondly I'm not always consistent on my flying...though over time I'm far better now than I used to be. I don't even think about landings anymore...gone are the days of fearing them.

Still, one time recently I was practicing my steep turns. Sure enough, I failed to be within PTS. In my mind I was raising cane! Here was a manuever I rarely go beyound +/-50' and I busted it. I'm sure if I recognize it early on the Checkride, I'll correct for it, and may not cause a failure...but I worry none the less.

SO I'm going for a solo practice tommorow...just to gauge how I am on all the manuevers. Gotta makes sure I'm holding heading in stalls & slow-flight, and still nailing short fields. All of these are IMHO, my worst areas. If there are some nice clouds, or a gracious streek of ice trails in the sky, then I should do fine.

If all goes well, my next post or so should be my final blog as a Student Pilot!

Witness of a first students solo, as I prepare for the checkride.

2008-10-01T20:03:00.000-07:00

September was a trying month, to say the least. To start, I had my "mock" checkride with the Sr. CFII, and it didn't go nearly as well as I hoped. I was uber nervous! There were a few knowledge gotchas, of which were items I had re-reviewed. Namely I confused MEL's for Required Equipment, and forgot a few weather symbols. Still not too bad. During the flight, I missed my Soft-field point by a mere 20ft, but still beyond PTS. After that it went well for a time, with the only remaining mistake being my manuevers started on the upwind, instead of downwind. It wasn't all that bad, and with a promise to fly one more time with my instructor, I passed.

I was really bummed. Another flight with my instructor before the checkride, was an expenditure that would push the checkride into October. Still I sucked up my pride and flew with him a week later.

Boy were my spirits lifted after that flight! We took off, nailing a beautifull soft-field T/O, and headed to Washington-Warren. I always love flying out to that field, as the nearby lake & river make it a calm & beautiful site. It certainly makes flying by pilotage that much easier! I came in to practice my short fields, as consistency was my issue. The first one I nailed, even with the tree line that made me nervous to come down. After I nailed my second one, I was really on cloud nine! It seemed nothing would break my stride today! As I held the brakes down for another Short-Field T/O, the other plane in the pattern came over the comm.

"Pattern Traffice be advised, N___?? is performing first solo." Suddenly the nostalgia washed over me. Here was someone taking his first big step on his own...to finally become a pilot. I recalled my first time...it was so exciting yet so scary! I was turning downwind when his departure call come over the comm. We watched his first solo take off. Though it wasn't necessary, I announced I had him in sight. I didn't want his mind worrying about us. I nailed my final short landing, and we quickly took off to get out of the way. We couldn't see him come in for his first landing. We do know, however, from his instructor's radio call...that he was forgetting his flaps. I really wanted to witness that landing, but alas he was on the ground before I completed my downwind turn. There wasn't any fiasco or ball of flames (-jk) so I know it went well. If that person ever reads this, I wanted to convey my congrats.

For me it was time to head back, and perform a few manuevers on the way. I got a little off my heading entering into slowflight, but kept it solid during the manuever. I then did the usual step turns, and nailed them. Some days, I'm on, other days I'm off...thank goodness I was on it today! I just kept my eyes outside, and occasionally glanced at the gauges. I only varied by 10'..of which I was proud of.

Of course, as a final, and almost expected test...came the engine failure. I pulled to best glide, headed a bit further downwind, and then turned final. As I was still at 800' I forward slipped to the runway. Just as I rounded out, he told me to go around. The final landing was to be my soft-field, and wouldn't you know, I adjusted to quickly, and ballooned up. I quickly cursed under my lips, and got her leveled and then flared again. The landing was still soft, but certainly not beautifull as they used to be!

Overall a good flight. During our review, my CFI was pretty happy...and asked "So, when can you do the checkride?" I replied "any time...any time at all." The smile on my face said it all.

Training nearly over, stress rises!

2008-08-30T20:44:00.001-07:00

As you can see by my updated flight hours on the right of this blog, I've FINALLY completed all of FAA Part 61 requirements. In fact the I only have 1 more hour of "review" training in preparation for my checkride. I should be feeling releaved, but I'm not. If anything I'm more stressed out than ever.

So WHY am I more stressed out? Well, it comes down to three things: A)Knowing the checkride is very near, B)Having some doubt to my abilities under pressure, C)The monies have run out.

I recently sold some of my valuable music gear just to have enough to finish up this effort. So if I goof, freeze, blunder, or make some other folly on the checkride, I'm in serious hurt. I can't afford to "try again." I've never been a pressure player...my mind tends to lock up, and it takes allot of concious effort NOT TO!

In addition, I've never considered myself as a "duck to water," when it comes to flying. Sure, I can handle the immense amount of technical knowledge, but the "art" of flying is just that..."art." Still, I've come a long way, and I find my landings are usually smooth...with a few slight bounces from time to time. I'm pretty comfortable on my cross-country flights, and chatting with ATC. Lately though, I've had hit or miss type of days. You know what I mean...some flights go really well, and I'm flyin' great. Other days, I just can't get it together.

For example, we've been working on landing on a spot & short field. Now my smooth landings are more like "soft-field" in execution, and I've never worried where the wheels actually touch. I tend to come down to hard, and often bounce when trying to "force" the plane to land on specific points. It's taken me allot of practice to know my float distance (which is usually longer than most) well enough to consistently land where I called out. So, now finally to the point where I can do all this, but at a cost. Yup, I'm no longer smooth on regular landings... Gone it seems, are the frequently greased landings... So now when the instructor wants the soft field landing, I've been less than 50% succesfull. Aiee yiee yiee. In fact, I'd have taken my mock checkride already if I could! Everytime I'm not perfect, I get aggrevated, because I don't have the funds to mess around and screw up.

I wish I could do what most do, and fly everyday leading up to the checkride, but I can't. I've got to conserve every dollar I have. If my "mock" checkride goes well, then I might have the extra cash to fly a couple more times...if not...well I might not be able to afford the checkride at all.

Why is it these DPE charge so much anyway? Does anyone have a breakdown of what the 400$ in fees goes to?

If any other pilots, who've been through this...any words of advice would greatly help!

The road to 1st Solo Cross-Country!

2008-06-27T10:18:00.000-07:00

Well, it's certainly been a while since I last updated everyone on my flight progress! It's been frustrating at times, yet a few exuberant leaps keep me going! Frustrating from battling other students for instructor time, to dealing with undeniable finance hardships. Exuberant in the progress made and the overall feeling of having improved one's flying ability. I really feel I've made allot of good headway, especially after completing the second milestone in the process...solo cross-country flight!

Sure it's really cool to solo locally, but that's not the end idea is it? After a while, when your more profficient in the flight manuevers, your anxious to actually GO somewhere! The 25 nautical mile limit starts to feel like a cage.

To break free of this invisible pen, one must prove to be capable of navigation by a number of methods (Pilotage, VOR NAV, GPS...). Secondly, you've got to show you can plan the flight down to a tee. Fortunetly, I've been a duck to water on the planning. Calculating all the headings, compensated for wind & magnetic deviation, the fuel required, ground speed, wheather, notices, and how long it's going to take. It actually takes a good amount of time to do right. Being heavily dependent on wind & wheather, it has to be completed close to planned flight. Lastly you need to handle all of the above while communicating to ATC & making live flight corrections due to actual conditions. At times your so busy, you have to remember...fly the plane stupid!

The Journey towards Solo Cross-Country:

Learning to multi-task on cross-country, for me, has been slow and overwhelming. My first official cross-country (X-C) with my instructor was humbling to say the least. I kept track of where I was pretty good, but my heading and altitude varried wildly. I hate to think of what I looked like to the flight following crew! I had to teach myself to work all the communications equipment (dialing in and changing frequencies, etc), without altering the plane's flight.

My second X-C to Beaufort, NC wasn't much help, as scattered clouds at 6500' didn't allow me to maintain heading track. In VFR flight (Visual Flight Rules), you cannot enter or go to close to clouds. While I was dismayed at a chance to prove myself on navigation, it was FUN! I had never flown around, above, and under clouds this close before... I really felt I was flying. My instructor could 3-D visuallize the clouds much better than I. The clouds ended to a gleaming North Carolina shoreline. I got back on course and headed down to the airport, in which the locals seemed disappointed that we weren't staying.

Thankfully the third time's the charm, when my last dual X-C to Clinton, NC went very well. I was feeling more at ease working with the flight centers, having most of my radio freqs. dialed in long beforehand. My ETAs were spot on, as I flew over Seymour Johnson. My landing in Clinton was right on time, and greased to boot! I was smiling all over...even though I was trenched in sweat! Yes, wet as dog, happy as can be baking in a two person cabin on hot tarmac. I wipe the sweat from my eye, or is it tears?

When we arrive back, my instructor says, well...how do you think you did? I felt it went well, with only minor things to continue to working on. "I think your ready...schedule a stage check ASAP"! WOOT! I was close to freeing myself, and the realization of my dream was near. I went to schedule time with the lead CFII, only to find he was booked for the next two weeks. My heart sank with a thud. Over the next few days I prayed there would be an opening, and it was answered.

The Stage Check:

I'd flown and had some training from the Lead CFII before, and he's a fair but intense instructor. Intense in the fact that he's gonna drill ya, fail equipment on you, and you better not mess up badly. The ground inquisition went really well, and after being happy with my answers and preflight planning, we headed out. A short flight to Kinston, NC (Class D Towered), and back would be the trip. I knew he'd be failing the GPS, so I immediatly tuned into the Kinston VOR...a 1960s technology still used today. Can't complain, as it does it's job! The test continued to go well. At Kinston he asks for a short field landing, and my glide was perfect for it...as I just cross the threshold and land. Whew, nice...one never wants to land poorly or bounce while on a stage check!! We stay in the pattern for a while, doing some soft-field T/O and more shortfields. On the last one we do a low approach (flying low over runway but not landing), and get a nice tower light demonstration.

We're heading back to Greenville, and as expected he kills the primary coms and navigation equipment...all of it. Even the 1960s VOR can't be used... No problem I thought, I know where I am. I'll just keep my planned heading and use pilotage (using a sectional map only, and terrain info to guide). I finally slipped coming in to the airport...figured I'd have to screw something up. I forgot to pull out my checklist and double check my pre-landing list. I'd forgotten to turn back on my fuel pump. He calmly said "so are you ready to land?" ... I caught it quickly, but still, not when I should've.

Back inside, we reviewed the flight, and he said I did well. No major things of note, other than checklist usage. I considered this somewhat ironic, as my pre-solo stage check had a comment of "too much concentration on checklist, instead of flying plane." Hmm, seems I went to the opposite extreme. He congratulates me, and says he's signing me off for solo cross-country! WOOTAGE! Again, I wiped my brow... the sleepless nights, and the extreme review of the FAA material had been worth it. My cage was lifted, a free bird to fly wherever I desired (well, for the most part.)

My First Solo Cross Country Flight:

I couldn't wait, sitting in my office chair, giddy as a schoolboy. Pouring over the online scheduler for flight availability & wheather outlook, I was anxious to go flyin! My instructor suggested going somewhere I'd flown X-C before, so I choose the one with the easiest ground reference points. Clinton, NC it would be...though I'm sure no one there would realize their town would be so immortalized in someones mind.

I found the following day (26th of June), looked ideal. I sat up and did my preflight, checked all the NOTAMs, radio freqs, airport info...it goes on and on. The next day I finish by entering all the wheather and wind compensation into my plans. I arrive at the airport nearly shaking with exitement. My instructor ends up being late from his last lesson, and so I'm there to twitch and shake. Just then the winds begin to pick up, with gusts at 16knots. Ah crud...this can't be happening! Just barely over my allowable limits. He said it was my call...winds were right down the runway, so I felt comfortable with it. With a flick of his pen, I was released to join the friendly skies.

With full fuel, and everything checking out on the plane, I was off to the runway. I called up Raleigh Radio to activate the flight plan, and off I went on RWY 26. It's late afternoon & really hot today, and she doesn't want to climb as much, but 700'/min still isn't bad. I turn to my 240° heading and call up Washington Center. They allow my request for flight following, and I squawk 3634 and ident. They indicate radar contact, and I feel more at ease to have ATC watchin' my back.

So far winds were a little more, and my groundspeed was slower, and thus a little off schedule. No biggie, 110k of groundspeed still isn't shabby. That's 143mph to the poor folk down below on I-70. Soon after Washington Ctr calls me up "223DC switch to Seymour Johnson on 123.7" I call back confirming the change and switch comm to 123.7 which was easy, having it ready several minutes ago. "Seymour Johnson Diamond 2-2-3-Delta-Charlie with you." A lady with a pleasent voice replies, and gives me AWOS (automated wheather observation station) freq info. At this point I'm finally relaxing... just flying over at 4500', looking about, and otherwise fighting to maintain proper altitude. It'd be nicer if there wasn't as much turbulence and headwind, but I'm not complaining.

I fly over Mt. Olive, Seymour, Falcon, and cross I-40. All my checkpoints are a little behind (about 4 minutes so), but still right on course. Soon I have Clinton (Sampson Co.) airport insight. Before I get the chance to cancel flight following, the nice lady calls me up and has me switch to VFR. I squawk VFR and begin my decent into the area. It's been hazy, so everything clears up as I get down to 1600', just 500' above the pattern. I've been listening to the comm channel and I've heard no local traffic. Strangely enough, it's the same come for Beufort and Greenville, so while I'm 62nm away, I still hear what's flying back home.

I broadcast the usual positional and intent info to Sampson Co, and cross mid-field. The fresh black tarmac looms below, with the high contrast "24" letting me know I'm in the right place. I teardrop around and enter downwind for RWY 24. This is it, don't screw this up Brian. By the time I turn base I see I'm looking good on the glideslope. What seems as flash later, I've smoothly landed on 24. As I slow down, I'm somewhat comatose and in disbelief. I back taxi, check everything and I'm off again.

Short and sweet and I'm off to my next destination, Kinston. Time to get my 3 T/O and landings at a towered airport out of the way. The wind is on my back, and I'm kickin it at 128k...yes! In less than 20 minutes I'm there and on the radio with the tower. "223DC report right base RWY 23." I call back, and listen as FedEx prepares to take off. Turbelence is gone by the time I'm there, but I still stay high in the glide to avoid it. On final, the RWY looks hugely different, as it's 11500' long, compared to the 4000' one I was just at. I literally land and taxi off within the first 1/6 of the runway. I hold for a citation jet, and then taxi back to the active runway. The next two flights in the pattern go fine. With that done, I get vectors out of the airspace to Greenville.

I've done this portion of the flight four times before, and it's cake. I spend my time enjoying the sights and pointing out Ayden, Winterville, and lastly the outskirts of Greenville. The gusts are still there as I set up for entry into the downwind of RWY 26. Mother nature decides my trip has been too easy, and shakes me good until I've landed. I taxi back with a big sigh of relief, and call up Raleigh to close my flight plan. I've heard nightmares from other students about getting lost, and mistaking one airport for another, etc... I didn't have any problems, and for that I'm thankful. Thus ends my first 1.45hr cross-country flight. Before the airplane is even parked, I'm thinking about my next one... Kitty Hawk (FFA - first flight) looms in my mind. My dream will be fulfilled, and then...then I'll consider myself a worthy pilot. To land where it all began one December long ago...

...until next time.

16th Flight - Solo..now I'm a pilot!

2008-03-10T10:51:00.000-07:00

A prayer for stable wind:

With the last few flights the winds of March have done their worst. A little crosswind, no problem. Variable winds of 8k gusting to 16k, uh...problem. Gusts are a huge problem for me, heck for any pilot, let alone a novice student. It boiled down to creating a non-stable environment for landings, and thus mine weren't turning out great. This posed a big problem, as I was really close to solo, and had in fact passed my stage check. I'd been really down, failing to show readiness to handle it on my own.

Today, however, showed immense promise. Winds calm, and when there was some, it came from the east. 10 Statute miles vis, and a cool 37° F. At last, an ideal outlook!

The plane was in the hanger, so we could wipe off the frost and pre-flight the airplane in warmth. After that was done, opening the doors to the nippy morning air sent chills up my back. Towed her into position, and I began checking the ground. Allot of wind had really kicked up a lot of rocks. I began picking them up and discarding them when Rob asked "What the heck are you doing." At that moment, the owner, disconnecting the tow hook, said "He's pickin up debree like he's 'sposed too." Heh, props from the man himself! After all, we found one nick off the propeller already!

Pre-flight was normal, except I was far more calm and at ease. The previous flights I'd been nervous to perform, hoping to solo. Now, I didn't really expect to, so all that burden was realeased.

First Flight of the Day:

The first take-off of the day is always a definning one. As simple a manuever as it is, it's often a tale of how things will go. (Not to mention what the winds are really up to.) This one was a nice graceful lift-off. Perfect and smooth was the air, with just a slight Easterly wind. Pattern was nice and easy to keep square, and the cool air gave great climb performance. (Normally I fly later when it's about 20° warmer.)

Time came for the 2nd crucial judge of performance, the first landing of the day. I shrugged away the doubt, and setup for a good 60-65k speed, and was one light above glide. Runway 08 has a fairly close tree line, so it's right where I wanna be. I notice the other instructor & student are at the hold line in the DA-40. YAY, everyone loves a show *smirk*! I round out, worried if I'll nail this landing... I pull back a little, feel her out, a little more... it's all art & skill now...*eeeerrp* Ahh a nice one. In my head, the lando-meter trips over to 80. Wow, 80 landings...have I really done that many?

Slipin' the Ship:

Flaps up a notch and we're on the go again. "Pitt-Greenville Traffic Diamond 636DC is upwind on runway 08, Pitt-Greenville." Inside I'm ecstatic! It had been a couple of lessons since I really nailed a landing. One good one, just a few more and I'll be on cloud 9! I'm downwind when I notice the DA-40 is STILL sitting there at the hold line. Hmmm that's odd, why aren't they going. They've had plenty of time to do a run-up and take-off. Rob replies, "oh they're probably just watching!" Yay, a continued audience, no pressure! This time we hold 500' on final to do a slip. Winds from the right, I bank in, full left rudder and into a forward slip we go. Takes me a few corrections to keep the runway centerline, then I'm holdin' it pretty well. Slips was one of the things the other instructer (who happens to be watching in the DA-40) said I needed to work on during the stage-check. We're about 100' away when the other instructor radios "Beauty" or some similar description. Rob radios back in agreement. WOW, the toughest, most critical instructor just paid my flying a compliment... OK PINCH ME, I'M DREAMING! I relise the slip and come to another nice flare and landing! Oh this day keeps getting better!

Another day, another engine failure:

The third time through the pattern and comes the, almost expected, simulated engine failure. That's not to say I don't take them lightly, quite the contrary. You do, however, become trained to calmly handle them, and not panic. So with my vitals stable, I pitch for 70knots (best glide). Not enough altitude to run through a checklist, just land the plane. I turn in early off the downwind, and we're high. Another slip it is. This one needed a slightly more aggressive slip, as we tried to loose allot of altitude quickly. I felt a little anxious to get down, as we're 50' up at halfway down the runway. So I end up doing a lite, yet barely flared 3-pt landing. Ah well, so much for the perfect landing streak. Still it was smooth, no bouncing at all, just firm.

Is it that time?

We taxy back to the FBO, with our short hour already gone. It was short and sweet, and had my confidence boosted back up. Rob is kinda talkin' to himself, with barely audible references to "time" and "readiness." I park the plane in the first spot and shut down. I lift the clear canopy up and feel the brisk morning air. I'm feeling a bit of relief, taking in the air, when Rob says "Hang here in the plane for a minute." My eyes get real big. OMG, is it that time, but....but we don't have any time! He runs in, and apparently successfully bargains some time from the next student. He comes out, and I have my log-book ready. I hand it over and he walks away again. I'm trying to remain calm... breath in the cool air Brian...just breath. Rob runs out, hands me my logbook, and I check for the necessary sign-offs. "Ok, your good to go. I want you to do three T/O and landings," gleamed Rob. "Full-stop?" I enquire. "Just touch and goes on the first two, full-stop on the last." With that he smiles and says "Keep good care of my headset for me!" I look to awkward empty seat beside me, with just an empty headset.

Off on my own:

Yes, it was that time...the time every student looks forward to, and yet doesn't look forward to. No back up now, your on your own. No visual feedback from the instructor if your getting yourself into trouble. Nada, nothing, no cosa. Even though I'd just flown the plane, I thought it best to follow my checklists to a tee. I calmly check the electrical, fuses, charge, etc.. All good. I begin the engine start routine, clear the area, and yell an enthusiastic "CLEAR!" The engine immediatly ROARS to life. I pull back the revs to idle (1000rpm). I check the engine vitals, and apart from getting cooler, she's set to go. "Good girl," I thought. I click on the avionics, and do my standard weather check. Unsurprisingly, nothing's changed. I key on the mic for the first time alone... "Pitt-Greenville Traffic Diamond 6-3-6-Delta-Charlie taxing to runway 0-8 via taxiway Alpha." I test the brakes and I'm off!!! I kept thinking how far away that runway was, and thankful PGV isn't a busy airport. As I approach the 02-20 runway hold marker, a USAir (Piedmont operated) Dash-8 radio's on base for 02. I see them, in his fairly wide pattern, and know I have plenty of time to cross the runway. I radio to them, letting know I have them in site, and cross the runway. What seems a few moments later I've arrived at 08, performed my runup, double check the list, check the vitals again, scan for traffic, and make the call. "...6DC departing runway 0-8, Pitt-Greenville."

No Turning Back:

As I line up on the centerline, I gradually put in the power...20 knots airspeed is live...30, 40, 45...I begin pulling her back, 50, 55 and I'm off! A minor bank to the right for wind correction, speed up to 70 and I climb. OMG do I climb. Without another passenger the plane just wanted to climb! Not 100' off the ground and I come to the SAME sudden realization that other students have. OMG, Now I'm going to have to land this! No turning back, she's in the air and flying... That phrase I've heard comes to mind "Take-offs are optional, landings are manditory." I quickly try and shake the feeling and nervousness off. "I know what I'm doing, I CAN do this." my mind claims, and becomes my anxiety cure. 500', flaps up... my mouth is dry as I make my radio call and turn crosswind 750'. I realize immediatly that I'm barely at the end of the runway...she really climbed fast! So fast that I even overshoot pattern altitude by 100'. I call downwind (parallel to runway), and get back to 1000'. Don't ask me what the scenery was like, because I don't even remember. All I do recal, is the runway, hitting my visual turn points, and that's it. No site-seeing today, just fly the plane! As 08-26 is a short runway the calm relaxing downwind didn't last long enough. At the numbers I began the usual proceedure. Pull back power, bleed off speed, put in first notch of flaps, and begin ....the decent.

The First Solo Landing:
Everyone has there favorite runways, for whatever the reason. As I turned base, I was glad to be on one of mine. I hit my visual marker, two small ponds below, and turned onto the final stretch. Two red, two white...alright! The PAPI lights don't lie and so far, all is well. With that and ~72k of airspeed, I put in the landing flaps. As there are only two settings on the DA-20 C1, it goes from 15 degrees, to 45! A huge change that is always immediatly felt. With an electric wirr, and lite thunk, I pointed the nose down further. With that I made sure my decent was stabilized, ~450 ft/min on the VSI, good. Winds were dead calm, and I didn't need many adjustments to stay on the centerline. The end is coming near, soon, I'll have to land this appendage strapped to me. I work the throttle ever so slightly to keep the numbers coming at me, and at the same place in the windshield. This focus keeps me calm. The final moments were at hand, and for those who can explain it, good on ya. To this day, the engineer in me can't explain the final steps or process. To me, it's become instinctive art...nothing less. Where I round out, the flare, and how one transitions into a near stall moments before touching down. The moments are blurred together, with the mere memory that the landing was a good one. I did it, holy cow (or some other catch phrase), I did it. Seconds later, flaps to T/O, back on the throttle...and it's time for another go!

As events go, the first time is the hardest, and the next two landings were easier. My 2nd landing was spot on. My third, was actually my only so-so landing, as a gust pushed me off the line, and I floated her a while longer as I got back on center-line. Sadly Rob saw the first and the last...and not my best one. Ah well. I'll take what I can get!

Whew, it's over!
Taxing back to the FBO, I was both excited and relieved. It was over, for better or worse, and fortunetly it had been for the better! I shut her down, and opened up the canopy. The cold air nearly chilled me. I'd had left the heat on, and combined with the pressure, I was a walking wetnap. As I stretched up in victory, I saw the other instructor & student arrive in the DA-40. Both gave me thumbs up and clapped. Very few times, have I really felt proud of something I've done. I'm usually pretty hard on myself, but I couldn't help feeling satisfied! Rob came over with Wayne and said "Look at that, the boy is sweatin' bad!" I know he was teasing, as I climbed out, and shook his hand while Wayne shot a photo. I realize now, thinking back, that I was so relieved that I even forgot to take out the key and write down the tach/hobbs info. DOH! Well at least the next student was already out at the plane, no worries.

Another Name on the Wall-
Shortly thereafter I was guided inside, and thanked the student whose time I borrowed to make this possible. I felt bad, so I asked them to put 100$ of his tab on mine... They proceeded, with some extremely dull scissors, to cut the tail off my grey NACCO shirt. It was really soaked! "We'll let this dry off a bit!" Rob smirked. Everyone congratulated me, and thus started the usual "solo" stories! (Pilots love talking about their experiences, and we never tire hearing them!) As Rob walked out for his next lesson, I did my final act. I walked up the stairs to the conference rooms, where the sky blue walls full of signatures set. Two columns, those who've soloed and those who've attained their Private Pilot Certificate. I grabbed the sharpy marker and added my name to the "SOLO" list. I look over the list and find I'm the fourth in my class to solo! Three others in my class had yet to solo...but I didn't really care about that. My dream & goal of writting my name on that wall before I turned 34 had been achieved. NOW, I thought, I'm a Pilot!

Airman Knowledge Test - 97%!

2008-02-27T13:12:00.000-08:00

I've been talking allot about my flights in this blog, but haven't mentioned ground school much. I actually started ground school before I began flying. I think it's better this way. I quickly discovered, however, many classmates had already begun flying, some had even soloed! Whoa!

In any case, flight school was going to last about 26 weeks, meeting twice a week for 2.5 hours. At the beginning I didn't think it was going to be a big deal for me...after all compared to electronics engineering, how hard can flight school be. Ah yet another humbling experience for me.

Flight school didn't just go over the theory of flight & airplane systems, it got heavy into wheather, communications, pilotage, equipment, medical, and FAA requirements. It was ALLOT of information to assimulate. I never knew I'd have to learn so much about the wheather... By the time your done, I wouldn't be surprised if you could replace the local news wheatherman!

Bottom line, flight school was intense, and certainly not easy. Especially if your like me, and insist on understanding everything (and not just knowing what the answers are). For every hour I spent in class, I spent 2-3 hours studying on my own. The Jeppessen book was at my side most nights.

Why are you considered a "Brain" when you know stuff?
I'd like to think I'm of normal intelligence, with a decent understanding of physics and engineering. Certainly not a brainiac though. For me, I always had to work hard learning stuff, because it never came easy for me. Thus I poor myself into the subject, especially when I'm super motivated! Due to this, I was actually a chapter ahead in class, and the students noticed I seemed to "know" the material well. They immediately labeling me the "brain" of the class, and from then on out, I couldn't shake it.

I can't stand being labeled like that. If they'd just study, they'd know it too. Now, I'd seem to be "expected" to have all the right answers....additional pressure I didn't need. At least it had one benefit, the instructors relied on me to help the class during exercises, flight planning, etc.. They didn't drill or pick on me much. I still had difficulty in areas, especially wheather, medical stuff, etc....but it didn't change my label.

By the time the class reached time to review, I had already been taking practice tests online. http://www.4vfr.com/ Is a GREAT place to begin btw. Also I checked out and purchased the software from www.checkride.com, and found it helpfull as well. If you can make consistent 90% or better, chances are you'll pass the FAA Airman Knowledge Test.

Time for the BIG TEST!
About the time I had my 9th flight, I brought in two test prep exam scores and Rob kindly signed me off to take the exam. I called up the CATS center to schedule it. They could fit me in on that Friday, and I paid my 80$ (BTW, it's NORMALLY 90$, but if you join AOPA, you get a 10$ discount! Check them out www.aopa.com ). I studied and reviewed my butt off for the next few days. The last night of ground school was thursday, and I let them know I'd be taking the test the next day.

Friday came and I drove the 35mile trek to Kinston. (It took me 11 min by air, and a ever so slow feeling to drive it in 30min!) It was a wet and miserable day...perfect for taking a test! lol The auditor shows me to a room with a few PCs and cameras in the wall. I grab my flight computer (the paper version), and my protractor, and sit down. She explains the test system for me, and gives me a figure book, paper, pencils, marker and a clear sheet. "Don't write in the figure book, use the overlay sheet". Oh great...so now I have to worry about a little overlay moving on me while making trip calculations!

The test began smoothly, but my hope for a minimum of lengthy trip planning quickly dissappeared. I had to do three in all, with 1-2 questions on each. It wasn't hard, just time consuming.

About 55min later, I finished my first pass-through of the test. There were a few I wasn't at all sure on, so I went back... One was an moveable card ADF question, and I so dislike those. In the end I went with my first answer (after all your first intuition is usually correct). I hovered the mouse over the "COMPLETE" confirmation button. My goal was to be in the 90% range, but I didn't feel I succeded at doing so. The screen completed, and it told me I.... PASSED! Woot! It tell me HOW WELL I did though.

For that she came in, and said congratulations, you got a 97% and missed two questions! OMG, my jaw dropped... I would've swore I got an 80 something! YES, one major hurdle down...next up, time to work toward soloing!!!!!

Flights 7-9: Pattern & More Pattern

2008-02-27T12:47:00.000-08:00

Over the last few weeks, I've only been able to schedule smidgens of time. When you can only schedule 1 hour, preflight takes 15, and your left with 45minutes of TACH time, and about 40 minutes of ACTUAL flight time. It's even worse when your instructor gets back late.

Why are they so often late?
Tardiness is a personal pet peeve of mine. To me, it's hugely unfair to others to be late. It affects everyone, and often ripples through the day. Thus, I make sure I'm always on-time, and duely early often because of it. So why does a professional flight school think they don't need to be critical of this? I'm a customer first, and a student second. Especially now as I'm taking time off work to fit in. Even when I'm robbed of some of my time, I still make sure I make it back in relative good time before the next guy/gal. (To date, I've only been late once, and that was on a stage-check...to which I offered to make it up to my classmate in any way possible).

FBO Advice: Don't let people schedule planes & CFIs back to back!
Sounds simple right? Every flight has a pre-flight, and a post-flight briefing. This usually takes 20-30 minutes. Thus if the system forced a 30 gap between all reservations, IMHO this issue of tardiness would be less of an issue. Now, not only are you delayed when they arrive late, but further delayed because they still have to A)Process payment, B)Enter Hobbs & Tach into the system, C)Give a post-flight debriefing. What does YOUR FBO do?

Pattern, Pattern, and more Pattern:
Since the change of my instructors, and thus change of my pattern speeds/alt/etc. I haven't been spot on like I used to be. With the limited time we have, the next few lessons centered around the pattern and getting my landings down.

It has taken allot of practice but I'm finally comfortable, setting myself up well. The last flight we had a good 12k wind, nearly perfectly aligned with the runway. I kept forcing myself to wait on the flare, and with careful reference to the trees, hold it off. Suddenly there it was, like the golden goose, I finally greased it!! WOOT! Was it ability, was it luck? Time to go around and see for sure. Next go around, coming down with a slight crosswind, wing low into the wind...left tire smoothly contacted then right...YES! It felt weird, but it was still smooth! Next go around Rob kills the throttle, sim eng failure time. I pull back to set my 70k glide speed, shorten up my downwind, turn crosswind and I'm still high. This puppy has a 14:1 glide ratio, and it glides increadibly well. I'm on final, still high, so I put the flaps in as I know I can make the runway. My decent is picture perfect...the number is staying were it should be in my view, VSI stable at 400'/m...I come down, flare out, and another smooth (but not greased) landing ensues. "Excellent. Good Job" Rob declares.

Finally, I've got my site & groove back on landings, and feeling much more confident! At 11 Hours of flight time, with landings being nailed, soloing doesn't look to far away!

6th Flight - Slow Flight & Ground Ref. Manuevers

2008-02-27T10:54:00.000-08:00

This would be my 2nd flight with my new instructor Rob. As obvious by my last flight, and blog, I had a huge concerns. I needed Rob's help to rebuild my confidence, and help me enjoy the whole process again. No simple task, as I could tell Rob was certainly more of a by-the-book category. Still I was prepared to forge on...after all... I'm no quiter. The task today was to work on some slow flight, and ground reference manuevers.

Slow Flight:
I could tell Rob was in a fairly decent mood, and flight began rather pleasently. We headed out to the practice area, and did our clearing turns (always done before any major manuever). I wasn't really nervous, as I new the method and principles of slow flight. I'd done some in FSX and didn't seem that hard...boy would reality prove different. I begin slowing down, stage in the flaps at the appropriate airspeed points. I gaining altitude though, instead of holding, so I ease up on the stick. Soon I'm at 50k, and add in power to arrest the dropping airspeed. The AoA(Angle of Attack) seems so dramatic, just like stalls. In reality I know it's far less than perceived, but it's still an uncomfortable angle for me. The controls are super mushy, and the right rudder is already in a good bit. I couldn't seem to get the plane stabilized, as the buzzer goes off/on/off inconsistently. I'm loosing altitude, but a little more power and we're good. Barely stable now, Rob says to gently bank and give a turn to the N. It seems the plane barely turns at first, and then really starts moving...almost delayed. Maintaining coordination is still difficult for me, and the mushy feeling doesn't help. I miss my turn-out by 15 (overshot).

This, to this day, is one of THE hardest manuevers for me. More importantly though, while Rob rememded me of the PTS during the manuever, he didn't give me a hard time about it. He gave me a few worthwhile tips that really helped: As soon as your loosing altitude, give her more throttle, and use it to climb back. Also, use your side peripheral to keep the wings level. Don't focus too much on the turn&slip, but try and maintain heading by focusing on some distant object. (At the time I hadn't been taught nor allowed to use Trim, so I think that had to do with my stability issues too).

Ground Reference Manuevers:
"Ok, let's start some ground reference work." Rob called out. "Head to that water tower and decend to 900' ". I recalled all these manuevers were done between 600-1000'. The day had a good strong consistent 10k wind from the S, thus an excellent day for such things. (A Calm day wouldn't teach you much). We enter downwind into a square pattern above a farm road. This is much like being in a pattern/circuit. The difference was I could easily see how the wind was blowing me oblong. I was a little confused in my head when to use a more aggresive turn and when not to. A couple times around and I was keeping properly aligned. This was really cool, especially being crabbed into the wind, and yet moving straight on the ground track. There is so much more to think about when flying than driving a car on solid ashphalt...very overwhelming at first.

Next up we were going to do some S-Turns on a road reference. We found I-264 to be perfect given the winds of the day. This manuever, is now my favorite! Again you have to be carefull when, in reference to the wind, to be aggressive in your turn, and when to not be. Even more so as it's more of a gradual increase in bank, back to a more shallow bank, and switching directions. The switchback part, when going from hard right 45° bank to hard left 45°, is just plain fun. I was doing fairly well here, having my wings level right when crossing the road. I had a smile on face, and Rob wasn't saying much, just letting me fly. I was amazed at the effect of just 10k of wind had...it was a good lesson.

Finally we did some turns around a point. I found this to be the most difficult. My beginner mistake was trying to use the wing tip as reference to the water tower. As your bank changes as your going around, using the wing is wrong. Rob corrected me and indicated to just pay attention to the ground track and the distance from the tower. I had trouble maintaining my altitude however, as my focus was outside far too much, and I didn't realize I was descending. At 700ft, Rob took over and demonstrated it again. The second time I tried I did much better holding altitude, but a little worse on holding the circle as I encroached upon the tower too much. This was fairly tough, but I'm sure with practice, I'll get better.

We headed back, and I was feeling renewed in my quest, and my love for flying. My landings weren't the greatest, still flaring to high, to soon. It wasn't enough to discourage me, as the flight was fun and enlightening. It looks like Rob may be one of those "in between" instructors after all.

Loosy Goosy Vs. Strict Instructors.

2008-02-27T08:16:00.000-08:00

It'd been two weeks since my last "review" flight with Rob. To say I was very discouraged is an understatement. I'd lost my personal confidence, and faith in what my last instructor taught me. In many areas, I was essentially being rebuilt.

As a student, one looks to your CFI for reassurance, knowledge, and feedback. On top of that I think it should be fun too! Call me crazy! When things are difficult, it's easy to forge on for the love & fun of it! For me, I was hoping Rob could rebuild my confidence, and help me find the love again.

Now, I've read other's blogs who've noticed the same differences between instructors. Some are serious, and by-the-book, others are loosy-goosy and let you "feel-out" the plane. With Rob being the former, and Jeff being the later, I can say there are + and - to both. In my opinion the best instructor would be somewhere between.

The By-the-Book / Strict Instructor:

The Plus Side:
A by-the-bookCFI is good, because they are teaching exactly what the FAA expects, PTS and all. In the end, the goal is to pass your "checkride" with the FAA person, so this is good. The strictness get's you to maintain a high standard early on...thus making the PTS standards laughable. It also instills enough motivation to ensure your always doing the right thing.

The Minus Side:
Unfortunetly, I'm a "feel-out" the machine type of guy, and I NEED to experiment with the aircraft to get the right FEEL down. Just teaching a "method" of doing something isn't enough. Being stressed to consistently perform, can make the whole experience less than enjoyable. If you've soloed and you say "I'm always more comfortable without the instructor sitting beside me." Then you know what I'm talking about. If I perform a manuever, and my altitude falls outside of 100', then ask me what I think I'm doing wrong...If I answer correctly, then an instructor knows I understand WHAT to do, I just failed to succeed. If I answer wrong, then tell me what exactly I'm doing wrong and correct me. DON'T give me some snide remark, "Well, you just broke PTS, and would've wasted 430$ on a failed checkride" (In fairness to Rob, he never said this, but another instructor at the school did.) Stating the obvious, even to a student, isn't helpfull. In all, I think of a strict instructor like military school, with a "Yes Sir" and having no fun whatsoever.

The loosy-goosy / non-strict Instructor:

The Plus Side:
This person is the type of guy/gal that will make you feel at ease quickly. They aren't quick to jump down your throat, and are rather patient. They tend to give lessons in a simple demonstrative way, and then let you experiement. These are the folks you'll have allot of fun flying with.

The Minus Side:
They are often not "by the book" enough, and do not instill the mental state of mastering the manuevers to PTS early on. They are usually far less structured, so sometimes progress is difficult to sense or track. You would be far less prepared for the Checkride, after training with someone in this category.

Again, these are just MY observations and opinions. With that, I would love to find an instructor somewhere in between. One that will be strict, yet exploritory and patient. Be instructive, and not "See I can do it, why can't you?" One who realizes it's important to have fun, while your learning.

I'd love to hear other's experiences in this area, and your opinions!

5th Flight - Instructors aren't always right.

2008-02-26T18:15:00.000-08:00

It had been a total of 3 weeks since I flew last. After loosing my instructor, getting on the schedule was tough. After a briefing with my new instructor Rob, we prepared to go up and review. I would quickly find out, not all instructors are the same, nor are the methods they use. In my case many things I was taught, was incorrect, according Rob...read on.

It was like starting over. I had to instill confidence, in what little areas I could, all over again. Fortunetly I gave a good pre-flight check, so hopefully next time I'll be back to covering that on my own.

The rest of the pre-flight is uneventful. She starts up fine, I make my call and head to runway 8. I hadn't been there before, so Rob gives me taxi directions. A fellow classmate is in the 152 ahead of me, so I keep my distance. So far so good. I call "Pitt-Greenville Traffic, 6-3-6-Delta Charlie crossing runway 2-0." "Actually," Rob says "you should call out runway 2 - 20, so they know which direction your crossing from". Cool, duely noted.

We reach the runway hold line, and I stop to begin the run-up check. Immediatly Rob reacts..."OK, you should be turned perfectly into the wind during your run-up check". Wha? I mentioned I'd always be straight with the hold line. (Strike I on my last instructor) I make the call and we're off and running...maintaining the centerline, rotate and we're off! Well it wasn't 3 seconds later when Rob crooned something else. "What's Vy on this airplane?" To which I reply 68 with T/O flaps. "OK, so why are you doing 80?" Then I explain how Jeff always told me to keep the nose visually 1" below the horizon. "Well, PTS says you should fly Vy, so adjust for it." (Strike II on my last instructor, AND on ME for blindly obeying when original intuition disagreed with his method). I pitched up, and it felt really wierd. I couldn't "see" my heading reference, and the horizon was 4" below the nose. I went from a nice stabilized climb I had before, to a somewhat variable (65-70) airspeed. God I felt like an idiot.

Fortunetly the manuevers portion of my check out was decent. My 45 banks were fairly decent but a little rusty, kept within 75'. We did some stalls, which I did passibly. I told him I hadn't done slow flight or ground reference yet, so he choose to do so at a later time.

Rob gave me the indication to head back to airport. I immediately reach for the GPS, Hit the nearest, and click KPGV lickity split. I look up, proud I have my new heading so quickly, and I see Rob put his hand on his face. "No no, I didn't mean that!" I apologized, and he said it's ok...to late now. I enquired further and he said he wanted me to do it visually. To which, I had never done before. I'm sure I could have with my sectional and looking around. (Strike III-Relying on GPS too much).

Back at the airport I enter into the downwind and make my call. "What's pattern altitude here?" to which I replay 1100. "Negative, 1000' " (Ah crud Strike IV, thanks Jeff) I begin the decent, so far so good. I turn base and I see I'm a little high, I'll just put in flaps in the base. "I'd keep flaps out until final" says Rob. Noted, but I explained my reasoning and noded. I kept my decent around 70k as I'd always been taught, and again Rob chimes in "Your airspeed is a bit high, aim for 60-65." To which I mentioned again, Jeff told me to always maintain 70 until I've made the runway. (ARGGH Strike V). I've long since struck out... My flare was way to soon too, and landed with a minor bounce. Adding insult to injury. Now I was upset and flustered.

We made a few additional pattern touch and goes. With the new altitude, a new airspeed, I just couldn't get my groove. My decents were not stabilized, and it felt all wrong. My performance was horrible. I felt horrible, and embarrassed.

We taxied back to the FBO, and shutdown. If everything hadn't been enough, Rob indicates I'm using the wrong knot for securing the plane (Good Grief Charlie Brown!). He was overall nice about everything, but I could tell he wasn't happy with my performance. I was the first student from Jeff to move over to Rob. When he talked to the other instructor, who took too of Jeff's former students, I was somewhat off the hook. He indicated the same incorrect methods I had, they also had. Still, it did little to restore my confidence.

So the lesson any fellow student pilot should take away from this is: Don't ALWAYS take your instructors WORD for things. Read up on the POH, the PTS, etc... Anytime an instructor differs, inquire immediatly, and have them clearly explain any deviations.

(Side Note: After almost 14 hours, I'd love to say this was the last time this happens...but, it isn't.)

Start Over, or Change to Part 61

2008-02-26T17:33:00.000-08:00

Loosing my CFII was tough, but it seemed the rabbit hole continued. I was already failing to get on the schedule, and it was two weeks since I flew last. I finally managed to set up an appointment with Robert, one of two remaining part-time instructors.

We calmly sat down, and he said "OK, lets have a look at your file". He peared into the computer screen. "SO, you've just had the one flight?" WHA? No, I've had four and I've got 8 hours logged...showing him my log book. "Strange, he didn't make progress reports in the computer." Well let's look at the folder. He goes to the file cabinet, and opens up my file. Opens the vanilla folder and only the waiver is in there. "Well, this isn't good!" Ah man...

My instructor failed to do his paperwork on me before he left. Apparently it's one of the things he hated to do, and I wasn't the only one who got screwed here.

When we talk about what I've done, and compare it to Part 141 lesson requirements, we find it's all OUT OF ORDER. He hasn't followed curriculum.

"Well, at this point, you can either A)Start over with 141, or B)Change to part 61 and take it from there". Well heck, 8 hours ran me over 1400$, starting over is NO cheap "do-over." I hang my head and say...fine let's do Part 61.

We schedule a flight for the next week... "We'll review where you are and go from there." I can't say I'm looking forward to it.

What? Your leaving me?

2008-02-23T17:05:00.000-08:00

It was a regular Thursday night, time for another groundschool session. As I walk down the hall with my overly bulky flightbag, my instructor (also for flightschool) walks up to me. "Well, it's been good flying with ya, but I'm outta here dog!" Wha? I was stunned and in disbelief. "Your kidding right?" "Nah" Jeff said, "I'm heading back to the private sector". I flash-backed to my initial interview of Jeff, and after my inquirey into his stability, he said "I'm not going anywhere. I've got 3500hrs of regional experience, and I'm not going back to that hell."

Here I was sprung back to the present. Shocked I simply let my jaw drop at sudden and harsh truth of it all.

Jeff was the last full time CFII at the FBO. Two other CFI's were still there, but were only part time, and couldn't fly at night. I realized I was in serious schedule hardship when I looked at it online. Apart from fighting for Saturdays, I'd have to take time off work, or long lunches to fit on the books.

Even so, this paled in comparison knowing I'd have to get used to a new CFI. Half our class had already soloed, but I'm not even close yet. Everyone was bummed, but at least those who've soloed didn't have the schedule issues. I'd read other blogs, and heard nightmares of their instructors leaving...I swore It wouldn't happen to me... yet again another humbling experience.

4th Flight - Hello Kinston Tower!

2008-02-23T16:31:00.000-08:00

Tonight, I really felt like we were flying! Not just going around in circles, or to the designated practice area, but flying TO somewhere. I was surprised when my instructor Jeff mentions, "Let's fly to Kinston and get some ATC practice in". So with that we were off to Kinston International (KISO), normally a 30min drive, but we'll be on it in 11min. After a paultry 6 hours of training, most aspects of the flight I'm on my own as Jeff doesn't have to say much. It's 4:45 and the sun is setting. Seeing it from the sky is always special, and I've grown to look forward to it. Night is setting in, and I become a flashing dot in the skyline.

Using the VOR for the first time:
Today we're training on VOR navigation and controlled airspace proceedures. After we've exited the pattern, he has me climbing to 4500'. I set the NAV1 to 109.6, the VOR near Kinston. I turn the position indicator to the "TO" setting and continue until the indicator line was straight. Jeff said "Ok now keep that line centered and make course corrections to keep it so". We're a mere 10miles away already and it's time to request entrance to Kinston airspace. Jeff tells me to make the call, and as you can imagine, I'm nervous about getting it wrong, and sounding stupid. "Kinston Tower, Diamond 6-3-6-Delta Charlie, um.. 10miles from the NE inbound for landing." Whew, ok got that out ok. Lickity split the tower calls back "636DC report Left Base for Runway 23". To which Jeff cues me to respond "Diamond 636DC roger, left base for runway 23". Soon after I enter controlled airspace for the first time.

You see, as I've mentioned, Greenville is non-controlled, with no tower...so pilots just confirm positions with each other. Here it felt calming to hear a tower voice in control, making sure everyone is clear & seperated. What feels like a few brief heartbeats later, Jeff points out the beacon. Wow, we got her quick! It was easy than I thought to maintain and follow the course set out on the VOR! I call in again when I'm closer to the airport "636DC on base for runway 23"..."6DC cleared for landing with option"..."Roger, 6DC clear for landing with option".

Moments later I add another successful landing...my night landings aren't as smooth, as distance detection is tuff, but no problem. We then take off again staying in the pattern, watching other airplanes, like the small jets come in and land after you. I can't even imagine Charlotte! We spend a good deal of time doing patterns. Boring? NAH, not with Jeff as a CFI. The next pattern we do an engine failure, and bring it immediatly in for landing. Next go around (it's full night now), he kills my instrument lights. Ok, this is a new one...but not to difficult as I just keep focused looking outside, and concentrate on landing the airplane. The next time around he kills the landing light...WOAH...ok THAT was the humbling experience of the day. I flared too soon, and came down...bounce...ARGH...hold it off, hold it off!!!! Whew! I pray that never happens again!

We get clearance to leave back to greenville, and we ascend to 3500'. Greenville looks so peacefull at night. I really need to take some video for everyone. I pass over the new movie theater and follow up back to the airport. The lights are out, and pulse the mic 7 times and the ground lights up. It's nothing short of cool to see a row of lights ahead of you with chasing "rabbit" lights giving you line guide to the airport. We're in the pattern and a fast lear jet enters the pattern. We break out to let him ahead in the landing cue, dang it's fast...coming in at 170knots...boy to fly that one day... I kick in behind them, and return to my descent...and to the earth. Landings, well...you never quite relax with them, but they get allot easier over time, and this one was fairly smooth. They are far more challenging at night as height perception is much harder. Jeff in his fashion said "Heck yeah man, how 'bout I hop out and you solo right now!" I chuckle, and take the compliment. I'm sure that will come soon enough.

Jeff always had a way to make me feel at ease. He'd always keep you pumped up. Even when you did something wrong, he'd correct you, but none to harshly. I was very lucky to have an instructor I connected with, and felt relaxed. Unfortunetly, I would find out HOW lucky I was all too soon. (See next post).

A Close Call - Fuel Management

2008-02-20T16:30:00.000-08:00

During my 3rd flight, I experienced a lesson, that NO ONE, should have to ACTUALLY go through. It's enough that it deserves it's own seperate blog.

Fuel Management:

That title already has any pilot's eyes opening widely. My unexpected lesson in this area hit home...to the point I almost changed my call-sign to ever remind me.

It started out innocently enough, we were going to be doing spins in the DA-20 and thus weight had to be in the "utility" category. By my calculations we had to be right at half a tank (10gal) of fuel. The DA-20 burns around 5.8gal/hr, so that left enough VFR day reserve fuel as well.

We do our preflight, and find the fuel is JUST past 1/4 tank! At this point I break out the stick, and measure the fuel by hand...right at 6gal. That's JUST enough to last an hour (a little less with T/O and landings). My immediate instinct is to get the fuel truck to add another 4 gallons. "Shall we call the fuel truck?" My instructor said, no, we'll just have to make this a shorter flight than we planned. "Charlie Mike" was his expression. I didn't feel comfortable with it, but I had faith my instructor would NOT put me in harms way.

As you may have read in my "3rd Flight" blog, I had an excellent time. In fact I was enjoying myself so much, that I wasn't really keeping track of time. "Ok, we better head back now." My watch shows we've been out 45minutes...15 minutes past the time we should've begun heading back. Still, I was hiped up, and wasn't worried. I didn't notice the fuel needle damn near "E."

On our way back, he has me climb higher than we normally do heading back. Then he teaches me all about mixture, and asks me to put it back to 75% and maintain altitude. His dimeaner had changed and was suddenly very serious looking.

We reach the airport and cross mid-field...which isn't unusual, but doing so at 2500' IS. WHY does he have me so high? Then instead of tear-droping around to enter downwind, he has me begin a left bank descent. Ah ok, cool, another new thing to learn...the circle to loose altitude manuever! All the while the end of runway 26 is very close and in site. He literally has me continue the descent until 500' and we go in on final.

Moments later we're on terra firma, and NOT 1s after, *SHHHHHWUKK* the prop immediately stops! What the? I look over to see if it's my instructor doing an eng failure on me, but he's not. As I'm immediatly shocked, trying to hold the centerline, "Did you do that?". A quick "No, we're schochie on gas!" WHAT! We actively reset and restart the engine...it cranks up at first...YAY...seconds later *SHHHHHWUKK*... NO! Now we're really slow, still on the runway, and my rudder is barely effective. I manage to clear the runway, while the instructor works on getting the engine going again. We manage to make it to the FBO.

I sit back, and the harsh reality of what JUST happened sinks in. I was scared, I was furious...more so at myself than my instructor. WHY didn't I INSIST on adding more FUEL! The whole reason he had my work the mixture, and maintain a higher altitude because he KNEW we were near the edge. After exiting I measured .5gal usable left. Much to close to comfort for me... "Fumes" we were on mere fumes.

The lesson for the day...ALWAYS maintain the VFR fuel reserve minimums, watch your time carefully. We experienced an actual engine failure, thankfully right after we landed. A minute sooner, and we could've been doing a real FORCED LANDING!

3rd Flight - Look Ma, I'm Spinning!

2008-02-20T15:45:00.000-08:00

While I'm only at 3 hours of logged flight time, I'm feeling better and a little more smooth. Still I thought I might be more improved, after all a plane darn near flies itself! I'm still feeling "behind" the airplane, that is more reactionary. That was especially true today, as the winds were very gusty. Still I'm letting myself enjoy the view more as I'm far more relaxed. The flying experience is increadible when your the one doing the flying. The view out of the Diamond's canopy is awesome. If the weather is good, you can peer down on one's town in awe.

I told Jeff I thought I was ready to handle my own preflight check. I went around, explaining what I was doing and why. I had made up my own checklist, built from the POH, but with a better (IMHO) flow. My buddy Mike forgot his front chalks too the other day (very embarrassing) so It's on my list twice! After the lengthy go around, Jeff congratulated me, and said I did a good inspection and didn't miss anything "whew". From then on out, preflight was all me :) Ahhh progress...

Taxiing is far easier now, and it's a thrill to happily wave to USAir aircraft pilots as I pass by! There is a certain feeling of victory, knowing your in control, and not stuck having to go through the paranoid security screening. I still think it's strange to steer with one's feet though!! These things are began to feel like simple basics, with take-off's almost *gasp* becoming routine! I'm sticking to the centerline, and have become stable in my climb. Even the minor adjustment to compensate for flap retraction. Still, even when you THINK your doing better, murphey loves to throw ya curves to quickly kill any ego, and send you back into humility.

Stall Training:

Imagine flying right up into the sky at 5000', and it almost seems like your going straight up (much less in reality). The aircraft is slowing down, the stall horn sounds, giving warning of immenent loss of lift unless corrected. Now imagine, instead of backing of, you keep going into a full stall. When stalled, the plane stops "flying" per say and begins to drop due to loss of lift. Ever been on a free-fall ride...heh heh..this one is the same. Your rear lifts off the seat and the plane's nose drops. The part I had the most difficult time with, is noticing when we were in actual stall. The buffeting would occur, but still not in stall. Sometimes the nose would immediately drop, sometimes it felt like falling backward. I end up going by the VSI, and when you see your loosing altitude, your stalled. Coordination, was also tuff at first, as it required ALLOT of rudder AND more extreme control movements to stay on heading. The controls felt so MUSHY, and was very odd & scary feeling.

Up to this point we'd do the normal full power and pull out slowly, only loosing 100' in the process. Now, those who read the previous e-mail story, knows my instructor Jeff doesn't stop there. We repeat a power-on stall when he orders "OK now full Left Rudder", which was opposite of the right rudder I had in. Woosh there we go diving down into a spin. Nothing but ground below me, and we're spinning...one turn, two turns...Jeff has control and we immediatly come out of the spin. Speed picks up and he pulls back the airplane to level. OMG that was completly...wow...still can't describe it. We only loose 1000' in the process! Spins are one of the worst stalls possible. (Actually the worst is a flat spin, or inverted flat spin...recal Top Gun) Now I don't want this to scare anyone, as these trainers are designed to recover even with no input from the pilot. We review the proceedure, for correcting a spin, and he says "do you want to try?" Oh heck yeah! (NOTE: FAA does not require actual spin training, just be shown and taught the proceedure, only in commercial category must you be able to perform it). So here we go again....stall...and....full left rudder... OMG I really felt it go over that time! PAREP (Power out, Aeilerons nuetralized, Rudder (opposite), Elevator forward to pick up speed, then add power and pull back to arrest decent. ) Wow... Jeff said I pulled back a little too soon, but I get worred when speed gets past Va! I did one more after that, and did much better. Wow, that was fun! Still, It's all part of training and I feel much better knowing how to safely recover from such things.

First Foggled IFR Training:

Not enough you say? Well what do you do when the instructor gives you these weird glasses, which cover up your eyesite enough to keep you from seeing outside the plane? Weee, welcome to IFR (Instrument Flight Rating) training! It's supposed to simulate flying in clouds or poor wheather conditions. After 30 minutes I had found the flying by instruments alone to be a weird sensation. Flying wasn't a problem, as this is the way flight sim is, however, flight sims don't give you weird sensory input! You have to almost ignore your extra-sensory input as it's just going to confuse and lie to you. Just pan and scan the flight instruments and trust them.

After removing the foggles, he said "Ok, now determine where you are" Yay for 21st century GPS technology! On the small hud it says I'm 10 miles SE of KPGV. "Well, I looks like I'm right over the town of Washington..." right on. "Take her down" Jeff called. Awesome, my first landing at a totally new airport for the first time. To think, soon I'll be flying into Kitty Hawk, Elizabeth City, Fayetteville, and of course Wilmington. (Your town may be next muahhahahha).

We head back to the airport...see the next blog for the continuation!!

To this day, this lesson has been the most memorable!

2nd Flight - Avionics & Night Time Fun!

2008-02-16T14:14:00.000-08:00

As obvious by my first flight experience, and so many others before me, I am hooked! "So *salesman tone* shall we sign you up for Part 141 flight school?" Jeff inquired. I didn't need to answer, the smile on my face was response enough. ( Info: Part 141 is relatively new, highly structured, & accelerated training program, only needing 35 total hours).

I grabbed the student headset, and we walked out to the plane. It's sitting next to a 1974 Cessna 152, the DA-20 C1 looks quite modern. If it weren't for the fact that the FBO is converting their entire fleet to Diamonds, I'd probably fly the Cessna. The diamond is also ~110$/hr, the 152 is ~60$/hr. Still, I tend to fear the nature of carburated engines, and prefer the fuel injected systems. While not totally immune to icing, it's much less likely. Plus, anything less to do in the pattern, IMHO, is a good thing.

Today's flight was to be another new set of experiences. The sun was already setting when we completed the preflight (still being assisted by Jeff at this point). We hop inside and after the engine is running Jeff starts going over the avionics in more detail with me. As one can see in the picture, it's allot of ominous equipment. Getting one's mind around them was today's humbling experience! There's the; Bendix comm stack, including the VOR equipment, GPS unit, Tranceiver, and internal communication panel.

The Comm Panel:
I learned to enter the CTAF frequency in (122.8 for KPGV area), and AWOS (128.425), and switch back and forth. When it came to entering the AWOS number I was really confused..."where is the 3rd decimal?" Oddly enough at the time, you just have to enter 128.42, and it asumes it's .425. This is likely due to assigned freqs being seperated in .025 increments. AWOS gives you updated wheather info, the altimeter setting, wind direction & intensity etc. Jeff showed me how to set the Altimeter correctly...sure enough, it read ~ 20' elevation. Pretty darn close to the 26' actual elevation.

Setting the GPS:
The GPS unit in the plane is very simple with a monochromatic display. It's good enough for relavent position and speed information. It was fairely easy to get going...simply enter in the altimeter setting, hit enter a couple of times, and your done. He showed me (to my dimise in a later lesson), how to use the "nearest" function. This was very handy, as within one button click, all the nearby airports are listed. The CFI said we'd play with the VOR and GPS at a later time.

After rolling out to the runway (R26), I got the chance to feel out maneuvering on the ground more, and got more practice using differential braking. I'm maintaining the yellow taxi line better. I look out and notice the beautifull blue omni-directional taxiway lights. The lights had come up in flash after Jeff key'd the mic several times. Suddenly I remember reading about that. As PGV is a public, non-towered, class E airport...the pilots have control of the lighting and it's intensity.

We do our usual run-up and call in our departure. We roll out, and this time continue the throttle forward and shortly thereafter, my 7th T/O. My instructor starts teaching me the visuals of Angle of Attack vs. the horizon for the climb-out. He indicated that I should keep the horizon just 1" above the nose. For me, even with just FSX experience, seems to be low... We're doing about 80knots on the climb. I find the visual works well, and I don't have to keep my eye on the attitude indicator nearly as much. Jeff noted he prefers this rate as it allows you to see things in front of you better, to avoid traffic issues, etc. (NOTE: As I would find out, this is one of the first things I was taught WRONG!)

Straight & Level Flight:
We climb out and begin our turn left crosswind, and with the wing down I look upon the town with it's lights, and it's breathtaking. "Maintain altitude of 1100' " he notes. While coming up on 1100, I pulled the power back and overshoot, stabilizing around 1200'. "Get me back down to 1100, and remember Pitch + Power = Performance". Ahh the three P's. While I thought I understood this at the time, I realize now I didn't really REALLY understand it. As a beginner student, you want to control airspeed with throttle, and altitude with attitude/pitch. While they are always inter-related, you end up learning the correct method is just the opposite. Use angle of attack to control airspeed, and power to control altitude.

Flaps, an awkward feeling:
The first flight my instructor had us landing with partial flaps, which he controlled. This time, on left downwind, he instructed me to put in T/O (15deg) of flaps after slowing to 100k. You could really feel it when the flaps moved into place. An experienced pilot would expect this and compensate immediatly so you wouldn't even know, but that I am not! I get the decent started, but I'm not good at keeping the rate stable on the VSI (Verticle speed indicator). "You want to be 80k at 800' " Jeff noted. At 800 I turn left base for runway 26. I see I'm just a little high on the glideslope, but should be perfect when I hit final. Next I'm about 550' and I turn onto final. Jeff insists on making all final radio calls to allow me to concentrate on flying the airplane. "Time for full flaps" Jeff smiles. As I do so, the additional 30 Deg of flaps really nose up the plane! I had to really get forward on the stick to keep the decent continuing. It feels SO wrong at first, as your angle to the runway is steeper, yet your not really picking up speed (which is the whole point). The rabbit lights are sequencing through, and for the first time I felt like a real pilot! He gives me the cues to round out, and again, the 'ol "we're not gonna land" trick and moments later with Jeff's help on the rudder, we've successfully met terra firma again.

We continued working in the pattern, maintaining 1100', and being more predictive with corrections while adding flaps. All the while full night had set in, and I realized, I LOVE flying at night!!

1st Flight...in the air and feeling fine!

2008-02-11T12:50:00.000-08:00

Hey everyone,

This will be my blog central for all adventures airborne! I saw many cool blog chronicals of persons journey from flight student to full private pilot. As such, I thought it would be additionally cool, even for my own benefit, to do the same! I'd love to hear comments, questions, etc... for those reading in! Thus far it's been a joyous, and yet sometimes humbling experience! (NOTE: This blog begins after I've already started flying, but does start at the beginning)

My First Flight (Dual):

Well the day finally came for me to take what I've learned so far in ground school, and actually fly a plane! As if the blog would suggest I'm working on my Private Pilot Certification!! As evidence per witting this blog, I survived...actually I did pretty decent considering I had zero experience. Sure I've accumulated 110+ Hours with Microsoft flight simulation, but it's not close to experiencing the real thing (but it certainly helped)! Turns out time in the sim helped me a great deal, epecially when the instructor has a sink or swim policy!!!! I couldn't believe the maneuvers I did on the first flight!! 6 assisted landings, 6 take offs (of course), engine stall simulation, 45° banks, shallow banks, pattern flying...OMG I'm still not believing it!

Mini Story Of That first Lesson
(For those who are interested, otherwise feel free to skip!):

I got there early, just in case, in hopes of calming my jitters. It didn't help. I scoured through the operation manual for the nearly new Diamond DA-20 C1 two seater, low wing, 2-seater aircraft. Jitter's continued. Somehow, knowing a choose a fuel injected, newly engineered aircraft did put me at some ease. The owner was giving a thorough look-through outside while I waited. A truly beautiful aircraft, with green stripes and N636DC registration number. (See Pics) Finally, Jeff finished up with his last student, fellow Classmate Seth, who flys the bigger 4-seater DA-40 with full Garmin electronic screen gauges.

We head out, do a full over pre-flight check on the airplane. I had no idea how comprehensive this is! If we did this sort of thing on our cars, I think breakdowns would be so much less likely! We checked part movements, linkages, fuel, oil...etc. The fuel shown a nice clear blue, indicating the 100LL Octane fuel...oooh yeah. Sooner than lickety split, she's untied and we're in the cockpit running through the pre-engine start check list. I'm going through this checklist quicker than I'm comfortable with, having never done it before, but Jeff reassures me I'm not missing anything. With the sound of fuel pumps roaring I called out the classic "CONTACT" shout, and the engine turns over...VAROOOM, and the torque shakes the plane a little. She's got a continental engine producing a mere 125HP, but it's more than enough in this 1656lb (fully loaded) vehicle! The older Katanas have a rotax 80 or 100 engine!

Now up to this point, I've had the notion I wouldn't be doing any of the PRIMARY flying (taxing maybe, but certainly not taking off, landing, etc). Next up Jeff says...ok now let's go ahead and taxi out. WHAT! With all the planes close by, certainly he didn't trust me to do so! Sure enough, I throttled up, began moving out...tested the brakes, and hit the right rudder for a right turn towards runway 20. Holy crud were the pedals tuff to get used to...if you push your feet at an angle it applies the brake instead of the rudder...boy oh boy...if I can't stay on the dang line (his phrase "Keep the line on your...&*^"), how am I even gonna fly this thing. Turns out you really need to use differential braking on these, which is accomplished pushing up on your toes.

After getting a hang of it somewhat, we arrived and held short of runway 20. Jeff said "ok, let's do a runup". So I held the brakes and mid-throttled the engine...WOW this puppy has some torque! With T/O flaps, magnetos checked, 1200 squak, and we were ready. He threw me another surprise by saying, ok, call it in! WHA? Me, doing the radio work already too? Ah crud..er...her goes "Pitt Greenville Traffic, 6-3-6-Delta-Charlie, ready to depart runway 20" "Excellent!" Jeff said approvingly. This was it, I throttled up and turned onto runway 20. This was totally wild! Manuevering yourself onto that runway for the first time...you never forget that moment.

I was keeping on the lead line better and stopped at the numbers. I applied the brakes..."Oh you want to do a full power start eh?" Jeff exclaimed. Uh WHA? I was stopping because I thought he was doing the first take-off...ah I guess not! I'm nervous like all hell at this point, thinking I"m way over my head. I gradually apply full throttle, let go of the brake...and we're off heading down the runway. It's harder for me to see in this airplane, so I'm getting off the center line...rudder corrected... Jeff called to me to rotate (Pilot term for pitch the airplane up to begin taking off).

In no time, there I was, awestruck...as if it was a dream. I successfully commanded the plane into the air, at a calm climbout. Looking straight ahead, furiously scanning gauges and checking the real horizon. The sun was beginning to set.. euphoria set in. No time, however, to totally calm myself before more instructions head my way. "Give me a left bank of 20°"...I move the stick left, and give some left rudder to stay coordinated. I found left turns at full power hardly require any left rudder, just let off of the right rudder a little. OMG I'm really flying this thing...another turn to the right... Now I'm looking at the scenery more and I see the ECU Stadium from 1200ft. The lights are up and their practicing. This was blowing my mind.

Soon I'm working on climbing and decending, working the throttle, and I realize quickly...little planes can produce some decent Gs. It was like a roller coaster, pushing me into my seat when I reached to the sky, and causing moments of butt lifting on decents. This was some wild, but smooth, ride. We do a steep 45° left turn, and the glory of Greenville, NC looms calmly below. I recognize the hospital, and then, my neighborhood. As I look down, I wonder if my daughter Maggie & wife Meg have any clue I'm right above them at 2500 feet.

We turn around and head back to the airport. At this point he's stopped giving basic instructions, and just saying "go ____" So I head his commands and head to mid-field. I'm already much more comfortable with the plane now, but the rudder coordination is still tuff. We turn left, heading into a route parallel to the runway, called the "downwind leg". Jeff again asks me to make the announcment... "Pitt Greenville Traffic 636DC on downwind for runway 20" "Not Bad, but always mention if your in a left or right pattern." Now we're in what we call the landing "pattern," but I've also seen the term "circuit". Same thing you've seen on every airline flight.

By now, you'd think I'd noted the pattern of Jeff's sink or swim methodology...but my mind said "There's no way he's gonna make you land this thing". Survey says "EEEEH". I turn left into base, and note I'm right on the proper glide scope, and mention so. Jeff at this point starts inquiring..."Your doing way to well to be your first flight! Are you pullin' my leg?" You sure you've never flown before?". To which I shrug "nope, just in Microsoft Flight Simulator." "Ahh.." he replies.

So here we are, on the final approach, and this time Jeff radio's it in. Then he starts saying, "Ok, we're not gonna land, just glide down close to the runway"...."We're not gonna land"...he keeps repeating that. He helps me setting up the rudder, keeping it aligned with the runway centerline. Power comes out a little... I round out and begin pulling up to glide over...which he tells me to keep doing. In my mind, from sim, I know at this point....we're A)Slowing down, B) In a decent...we're freakin' landing...it's inevitable. Seconds later...I've made my first assisted landing ever, and it was fairly smooth. No bouncing...nice and soft. We ramp up the throttle and take off again...I'm late on the rotate, but hey, there's plenty of runway, left.

The third go round, suddenly, *brrrrrr*...the ending goes to idle.... "Welcome to engine cut out simulation" Jeff said. OMFG, your absolutely, got to be, kidding me. First flight, and he throws that at me? I immediately look left at the airport 1/2mile away. Looks like runway 26 is out best shot he says. We make it there with a heavy decent that really lifting my arse up from the seat. Still we make it, i guide it in, and touchdown...We did a few more touch-n-go's and the next one I came in too hot and heavy, and wee...can you say "bounce plane, bounce". Nothing huge, but enough for me to be embarrassed...yet Jeff reassured me it was normal, and surprised I hadn't done it sooner.

An hour had passed, and I taxied back to the aviation tie-down area. Once again the rudders challenged me...I'm really gonna have to work on that. Never the less, Jeff said he still couldn't believe it was my first time flying. He said I did extremly well, and that he pushed me because he could see I could handle it. *GRRRR* We go out, tied it down, locked it up and headed out. 1 hour down 12-14 more to go before I solo. Only two thoughts came to my mind... Holy crud, I actually flew a plane! Shortly followed by "I better pass my 3rd class medical!!"