I reviewed my logbook yesterday -- I need exactly 2.5 hours dual and I'll have enough for the Commercial Practical. I still need to fly Chandelles, Lazy Eights, and Eights on Pylons with Pete in the A36 but that will probably consume 1.5 to 2 hours. Then I'll go practice on my own.
We should be able to accomplish the 2 hour/ 100nm XC night flight this Thursday.
If we can get both flights in this week (possible), I'll schedule one week for self practice and then schedule the practical!
Monday, December 31, 2007
Sunday, December 30, 2007
Today's Flight (12/30/07)
I flew the A36 from FWQ to VVS today, with some steep turn and steep spiral practice tossed in along the way.
The airplane is very easy to control at 50 degree bank -- I decided not to use trim as the manual trim is awkward and the electric trim too gross in adjustment. So I establish the 50 degree bank, added about two inches of MP, and pulled the elevator back and locked my elbow in place against the left armrest. We turned 720 degrees with 10' deviation in altitude. I used 95 KIAS as the entry speed and that worked out fine. The slower speed helps keep the radius reasonably tight (particularly important for steep spirals).
After some turns around the house we headed over to VVS. Within 5 miles and at 2500' I could tell the winds were from the east -- the bumps started. Approach was fine with no wild excursions, and I landed on 14 using short field technique.
I flared a bit high and we dropped in a bit -- one of my worst landings in a while!
I canceled the plane rides as the wind was freshening from the east and we were seeing some rain -- temps were hovering at 33 (it was 45 at FWQ).
The airplane is very easy to control at 50 degree bank -- I decided not to use trim as the manual trim is awkward and the electric trim too gross in adjustment. So I establish the 50 degree bank, added about two inches of MP, and pulled the elevator back and locked my elbow in place against the left armrest. We turned 720 degrees with 10' deviation in altitude. I used 95 KIAS as the entry speed and that worked out fine. The slower speed helps keep the radius reasonably tight (particularly important for steep spirals).
After some turns around the house we headed over to VVS. Within 5 miles and at 2500' I could tell the winds were from the east -- the bumps started. Approach was fine with no wild excursions, and I landed on 14 using short field technique.
I flared a bit high and we dropped in a bit -- one of my worst landings in a while!
I canceled the plane rides as the wind was freshening from the east and we were seeing some rain -- temps were hovering at 33 (it was 45 at FWQ).
Friday, December 28, 2007
Today's Commercial Training
Today I flew from VVS to FWQ. Winds around takeoff time of 1030 EST were across the ridge so I had some more fun times on climb out on 23. On the takeoff roll the winds had shifted a full 70 degrees to 140, but the ASOS only reported 6 knots, so I held in full crosswind correction and tracked the centerline.
About 300' AGL the fun began. Gear was up and the gusts were quick and intense. I kept the airspeed at 100 KIAS (Vy) until reaching 800' AGL, then began a 15 degree bank to the right away from the ridge and towards FWQ. At 2500' things calmed down quite a bit.
After a smooth descent to FWQ pattern altitude, I made a right base to runway 8 and landed gently and was rolling slowly by the midpoint of the runway.
I taxied over to the hangar, shut down, and called Pete. While I was waiting for him Buck and I looked at the V panel to try and find access to the gear down light bulb -- it's a tough one, so it didn't get fixed today.
Once Pete arrived we taxied the A36 out to Runway 8, where I did a Soft Field take-off. The A36 POH doesn't specify flaps, so the drill is to keep it rolling, yoke fully back (no small feat in a Bonanza!), get airborne early, push the nose down a bit to reduce the angle of attack and accelerate to Vx in ground effect, and the climb out normally. The IO-520-BB in the A36 is so powerful there's not much ground effect time required (unlike a 160 HP 172).
We flew south of the airport clear of the Pittsburgh Class B airspace and did a manual gear extension. The sequence is simple -- slow to Vle (slower than 153 KIAS will make gear extension easier, so I settled for 110 KIAS), pop the Gear Motor circuit breaker, set the gear extension switch to down, remove the crank handle cover, extend the crank, and crank about 50 times clockwise.
I found it was easier to crank 10 times, re-trim, adjust power to maintain altitude and airspeed, and then crank again. The force required was surprisingly light, but the crank arm swing is short. Once the gear is fully extended, the crank just won't go anymore. We had confirmation with the gear down lights, but in a full electric failure we wouldn't see those, of course, so it's nice to know the gear is in fact down once the crank reaches its limit.
The key to controlling the airplane during this exercise is trim, acceptance of minor excursions of altitude, airspeed, and heading while cranking, and then adjust trim and power to get back on track after several turns of the crank.
After that we practiced some emergency steep spirals. The Commercial PTS requires 3 descending 360 degree turns. The A36 POH specifies 110 KIAS as best glide speed, but we found that 110 knots makes for a fairly large radius turn, even with steep (45-50 degree) bank applied.
So we tried 90 KIAS, and that worked much better. Despite a fairly stiff wind at altitude, I was able to remain within gliding distance of the selected spot. 5000' MSL over the 1200-1300' terrain allowed for 3 full turns and roll out with at least 1000' foot AGL to spare.
We headed back to FWQ to practice steep spirals over the airport. The wind was steadily increasing from the south (it had been from the east when we took off) and required significant adjustment to stay on course.
I was able to pick a spot and land power off each time. I realized I need to aim for something further down the runway, though. Aiming for the numbers leaves very little room for error.
I planned to stay high until on final. Most turns were continuous from downwind to final, since the wind was a direct headwind on base.
I used a slip and full flaps to descend. The Bonanza slows down nicely in a slip, so only a bit was needed each time. Target airspeed is 75 KIAS (78 KIAS is emergency approach speed in the POH, but that's at gross weight -- we were at least 500 lbs shy of gross).
The crosswind component added to the challenge, but after a couple I had the technique in hand. This airplane prefers a crab on final, then a slight wing low once in the flare. A significant push on the rudder is required to get lined up parallel to the direction of flight (you're fighting the bungee interconnects in a Bonanza).
We did about 5 of these, and I learned a bit more on each landing.
After a ground review Pete said all we need to do is Steep Turns, Lazy 8s, 8s on Pylons, and Chandelles. I still need a 2 hour dual night XC, so we'll find a nice night and fly that soon.
I'm feeling confident about all the commercial maneuvers as well as the oral. I've reviewed the Gleim books several times now, and watched the King Practical test prep and Com/CFI Maneuvers DVDs. Now I'll focus on the ASA Commercial Oral Exam Guide.
Hopefully I can schedule and take the practical before January 15th!
About 300' AGL the fun began. Gear was up and the gusts were quick and intense. I kept the airspeed at 100 KIAS (Vy) until reaching 800' AGL, then began a 15 degree bank to the right away from the ridge and towards FWQ. At 2500' things calmed down quite a bit.
After a smooth descent to FWQ pattern altitude, I made a right base to runway 8 and landed gently and was rolling slowly by the midpoint of the runway.
I taxied over to the hangar, shut down, and called Pete. While I was waiting for him Buck and I looked at the V panel to try and find access to the gear down light bulb -- it's a tough one, so it didn't get fixed today.
Once Pete arrived we taxied the A36 out to Runway 8, where I did a Soft Field take-off. The A36 POH doesn't specify flaps, so the drill is to keep it rolling, yoke fully back (no small feat in a Bonanza!), get airborne early, push the nose down a bit to reduce the angle of attack and accelerate to Vx in ground effect, and the climb out normally. The IO-520-BB in the A36 is so powerful there's not much ground effect time required (unlike a 160 HP 172).
We flew south of the airport clear of the Pittsburgh Class B airspace and did a manual gear extension. The sequence is simple -- slow to Vle (slower than 153 KIAS will make gear extension easier, so I settled for 110 KIAS), pop the Gear Motor circuit breaker, set the gear extension switch to down, remove the crank handle cover, extend the crank, and crank about 50 times clockwise.
I found it was easier to crank 10 times, re-trim, adjust power to maintain altitude and airspeed, and then crank again. The force required was surprisingly light, but the crank arm swing is short. Once the gear is fully extended, the crank just won't go anymore. We had confirmation with the gear down lights, but in a full electric failure we wouldn't see those, of course, so it's nice to know the gear is in fact down once the crank reaches its limit.
The key to controlling the airplane during this exercise is trim, acceptance of minor excursions of altitude, airspeed, and heading while cranking, and then adjust trim and power to get back on track after several turns of the crank.
After that we practiced some emergency steep spirals. The Commercial PTS requires 3 descending 360 degree turns. The A36 POH specifies 110 KIAS as best glide speed, but we found that 110 knots makes for a fairly large radius turn, even with steep (45-50 degree) bank applied.
So we tried 90 KIAS, and that worked much better. Despite a fairly stiff wind at altitude, I was able to remain within gliding distance of the selected spot. 5000' MSL over the 1200-1300' terrain allowed for 3 full turns and roll out with at least 1000' foot AGL to spare.
We headed back to FWQ to practice steep spirals over the airport. The wind was steadily increasing from the south (it had been from the east when we took off) and required significant adjustment to stay on course.
I was able to pick a spot and land power off each time. I realized I need to aim for something further down the runway, though. Aiming for the numbers leaves very little room for error.
I planned to stay high until on final. Most turns were continuous from downwind to final, since the wind was a direct headwind on base.
I used a slip and full flaps to descend. The Bonanza slows down nicely in a slip, so only a bit was needed each time. Target airspeed is 75 KIAS (78 KIAS is emergency approach speed in the POH, but that's at gross weight -- we were at least 500 lbs shy of gross).
The crosswind component added to the challenge, but after a couple I had the technique in hand. This airplane prefers a crab on final, then a slight wing low once in the flare. A significant push on the rudder is required to get lined up parallel to the direction of flight (you're fighting the bungee interconnects in a Bonanza).
We did about 5 of these, and I learned a bit more on each landing.
After a ground review Pete said all we need to do is Steep Turns, Lazy 8s, 8s on Pylons, and Chandelles. I still need a 2 hour dual night XC, so we'll find a nice night and fly that soon.
I'm feeling confident about all the commercial maneuvers as well as the oral. I've reviewed the Gleim books several times now, and watched the King Practical test prep and Com/CFI Maneuvers DVDs. Now I'll focus on the ASA Commercial Oral Exam Guide.
Hopefully I can schedule and take the practical before January 15th!
Monday, December 24, 2007
Bonanza A36 and 35 Checklists
As soon as I fly a new airplane I make up my own checklist. Most POHs don't include Instrument Approach checks or checks for add ons like the JPI EDM.
So, using the official POH, I create my own checklist in MS Word. This also helps me double-check details as I enter in the information.
I usually revise the checklist as I fly the airplane and learn different Power/ Attitude / Configurations.
So, using the official POH, I create my own checklist in MS Word. This also helps me double-check details as I enter in the information.
I usually revise the checklist as I fly the airplane and learn different Power/ Attitude / Configurations.
Sunday, December 23, 2007
Moderate Turbulence (12/22/07)
I planned to give some night flight rides to friends and family visiting this weekend. Winds during the day were steady at 8 or so at MGW and ACG. I called the Connellsville (VVS) AWOS and it reported winds calm after dark. So it looked like a good night to take a pleasant joy ride.
Temps were hovering around 50 so no preheat required. The engine started up immediately and I maintained a 1000-1100 RPM idle for a while to get the engine up to operating temps.
After a suitable warm-up, I briefed my two passengers and rolled onto 23.
The ground roll felt fine and initial take off was normal -- but once we hit 150' AGL the pleasant flight turned into a battle to stay upright.
The topography near VVS is somewhat complicated with low level series of hills known as the Pittsburgh plateau to the west and the westernmost ridge of the Alleghenies immediately to the east (you can hit that ridge if you don't turn soon enough after taking off from 14). The mountains run slightly west of south in a line towards West Virginia.
This evening the rather light winds were being reported as variable (all over, actually) by the AWOS. But what was really happening was that a very strong wind was blowing from the south very close to the ridge altitude (approximately 2500' MSL), and then rolling off the ridge line. So what VVS AWOS was sensing and reporting were the swirling eddie undercurrents (thus the generally west winds). The A36 is usually a very stable airplane, but in these conditions it was taking full control deflection to remain upright. I apologized to the passengers and told them we were heading back.
I continued climbing at 110 KIAS until about 2500' MSL (only about 1300' AGL) where it seemed a bit less turbulent. Once established level I began a shallow 270 degree turn with the initial turn to the west to keep us away from the direct lee of the ridge. While still turbulent, it was less violent than what we had experienced on climb out.
I considered landing on 14, but it is a shorter runway with no PAPI. I decided I would take my chances on 5, given it is the longest runway at VVS and that surface winds were variable, so there would be no certainty of headwind or tailwind. I listened to the AWOS and the wind direction was unpredictable, yet velocity never exceed 8 knots.
I trimmed the airplane for 85, but airspeed fluctuated between 80 and 100 on extended final. I was actually approaching runway 5 at about a 40 degree approach angle to stay as far from the ridge as long as possible.
Once the runway environment was in sight and established, the PAPI indicated high on the glideslope. But I wanted to come in somewhat steep and fast to avoid ground turbulence. I decided to add flaps to help steepen and slow the approach.
This worked out, and the steep descent at 80 KIAS brought me just shy of the aiming point. I reduced power and flared flat. A final kick of the rudder and we were straight and centerline. We touched down very gently and maintained centerline on rollout, with minimal braking required.
This night was nearly identical to my experience in the V a few months ago -- wild, full-deflection turbulence with near smooth as glass touchdown. I think the main issue when the wind is blowing from between 060 and 190 is the strong sheer above the airport -- the stronger the wind, the higher the eddy area. In really strong winds (>30 Kts), the AWOS is completely unreliable and the eddy currents 200-1000 AGL are nearly unflyable.
If I was going someplace, I would have turned west and climbed to at least 8000 before picking up any heading between 030 and 180.
I only logged 0.5 tonight but it was quite a bit packed into that .5!
Temps were hovering around 50 so no preheat required. The engine started up immediately and I maintained a 1000-1100 RPM idle for a while to get the engine up to operating temps.
After a suitable warm-up, I briefed my two passengers and rolled onto 23.
The ground roll felt fine and initial take off was normal -- but once we hit 150' AGL the pleasant flight turned into a battle to stay upright.
The topography near VVS is somewhat complicated with low level series of hills known as the Pittsburgh plateau to the west and the westernmost ridge of the Alleghenies immediately to the east (you can hit that ridge if you don't turn soon enough after taking off from 14). The mountains run slightly west of south in a line towards West Virginia.
This evening the rather light winds were being reported as variable (all over, actually) by the AWOS. But what was really happening was that a very strong wind was blowing from the south very close to the ridge altitude (approximately 2500' MSL), and then rolling off the ridge line. So what VVS AWOS was sensing and reporting were the swirling eddie undercurrents (thus the generally west winds). The A36 is usually a very stable airplane, but in these conditions it was taking full control deflection to remain upright. I apologized to the passengers and told them we were heading back.
I continued climbing at 110 KIAS until about 2500' MSL (only about 1300' AGL) where it seemed a bit less turbulent. Once established level I began a shallow 270 degree turn with the initial turn to the west to keep us away from the direct lee of the ridge. While still turbulent, it was less violent than what we had experienced on climb out.
I considered landing on 14, but it is a shorter runway with no PAPI. I decided I would take my chances on 5, given it is the longest runway at VVS and that surface winds were variable, so there would be no certainty of headwind or tailwind. I listened to the AWOS and the wind direction was unpredictable, yet velocity never exceed 8 knots.
I trimmed the airplane for 85, but airspeed fluctuated between 80 and 100 on extended final. I was actually approaching runway 5 at about a 40 degree approach angle to stay as far from the ridge as long as possible.
Once the runway environment was in sight and established, the PAPI indicated high on the glideslope. But I wanted to come in somewhat steep and fast to avoid ground turbulence. I decided to add flaps to help steepen and slow the approach.
This worked out, and the steep descent at 80 KIAS brought me just shy of the aiming point. I reduced power and flared flat. A final kick of the rudder and we were straight and centerline. We touched down very gently and maintained centerline on rollout, with minimal braking required.
This night was nearly identical to my experience in the V a few months ago -- wild, full-deflection turbulence with near smooth as glass touchdown. I think the main issue when the wind is blowing from between 060 and 190 is the strong sheer above the airport -- the stronger the wind, the higher the eddy area. In really strong winds (>30 Kts), the AWOS is completely unreliable and the eddy currents 200-1000 AGL are nearly unflyable.
If I was going someplace, I would have turned west and climbed to at least 8000 before picking up any heading between 030 and 180.
I only logged 0.5 tonight but it was quite a bit packed into that .5!
Thursday, December 20, 2007
Today's Flying (12/20/07)
Flew the A36 for an oil change (right around 50 hours since last one). After a long pre-heat, taxied and sat and let it warm a bit. The instruments were still sticky (TC and DG) during the entire flight the FWQ. But GPS doesn't get cold and it was a good VFR day today.
Used the short field takeoff technique off from 23 -- brakes, full power, release, right rudder, hold yoke back, feel lightness at around 70, hold back, airborne at 74, hold back, accelerate to Vy (78 KIAS -- but I target 80), climb 100 feet above airport elevation, drop nose to accelerate to Vy (98 KIAS -- target 100) and gear up. When about to reach 1000 AGL power back to 25" MP, 2500 RPM and climb at 100-110 (depending on ambient temperature).
Doing closed pattern work I keep drawing down the power and RPM until I'm at 16" and 2100 RPM. This keeps airspeed around 100 KIAS as I get established on downwind and maintain altitude.
I drop the gear midfield (notional gear operation when doing closed traffic work, though) and then drop first 15 degrees flaps when abeam the numbers. Trim to 80, then begin descent.
I've been trying to fly tighter patterns, so downwind to base to final is usually one continuous 30 degree bank turn. Once on final I trim for 70 KIAS and add full flaps (25 degrees).
I usually need to add a little power to maintain the glide to the aiming point when trimmed for 70 KIAS (we are now in the region of reversed command so induced drag and descent rate increase dramatically).
Once the numbers are assured I begin arresting the descent with a touch of power once the numbers are under the wheels. The ground roll is VERY short using this technique!
Pete was right -- this technique really increases my confidence that I can land just about anywhere I need to. The Bonanza can easily be flown in and out of small airports.
Of course I am not near gross weight, but according to the POH weight doesn't add a huge amount to 50' obstacle takeoff distance.
Nevertheless, I don't foresee a reason to test this.
Used the short field takeoff technique off from 23 -- brakes, full power, release, right rudder, hold yoke back, feel lightness at around 70, hold back, airborne at 74, hold back, accelerate to Vy (78 KIAS -- but I target 80), climb 100 feet above airport elevation, drop nose to accelerate to Vy (98 KIAS -- target 100) and gear up. When about to reach 1000 AGL power back to 25" MP, 2500 RPM and climb at 100-110 (depending on ambient temperature).
Doing closed pattern work I keep drawing down the power and RPM until I'm at 16" and 2100 RPM. This keeps airspeed around 100 KIAS as I get established on downwind and maintain altitude.
I drop the gear midfield (notional gear operation when doing closed traffic work, though) and then drop first 15 degrees flaps when abeam the numbers. Trim to 80, then begin descent.
I've been trying to fly tighter patterns, so downwind to base to final is usually one continuous 30 degree bank turn. Once on final I trim for 70 KIAS and add full flaps (25 degrees).
I usually need to add a little power to maintain the glide to the aiming point when trimmed for 70 KIAS (we are now in the region of reversed command so induced drag and descent rate increase dramatically).
Once the numbers are assured I begin arresting the descent with a touch of power once the numbers are under the wheels. The ground roll is VERY short using this technique!
Pete was right -- this technique really increases my confidence that I can land just about anywhere I need to. The Bonanza can easily be flown in and out of small airports.
Of course I am not near gross weight, but according to the POH weight doesn't add a huge amount to 50' obstacle takeoff distance.
Nevertheless, I don't foresee a reason to test this.
Wednesday, December 19, 2007
December Weather
Today is December 19th and it's snowing -- again. The temperature dropped from 39 F at 6 AM to 32 at 9 am.
I was going to fly the A36 to FWQ to have the oil spray looked at. There is a very fine mist of oil that seems to be coming from the propeller hub -- not much, since the oil level barely changes after several hours of flight. But there is enough to begin obscuring the windscreen after an hour flight time.
I was going to put the A36 in the hangar and fly the V tail back. I wanted to check out the V tail and if everything checked out, take that on a night XC. I also wanted to set up the Garmin 496 mount (haven't figured that one out yet).
Having the 496 along in the V tail will be a big help, especially at night. I plan to fly either north (towards Erie) or west to avoid the Alleghenies. There are plenty of airfields or just plain fields. No sense making the night XC riskier than it needs to be!
I still can't understand how I haven't satisfied the night XC requirement -- I have plenty of XC hours, but my longest night XC was only 1.7 hours. So I need to get the 2 hour VFR night XC flight in the logbook.
It makes sense to fly the V tail for this one -- less fuel burn, and strictly a VFR airplane (though night flying can often be an IFR exercise). I can dial the power back a bit and take it easy in order to get a full two hours and go 130 NM or so straight line.
The instruments are ok, just not up to the requirements of actual IFR (the instruments are not in the standard 6 pack arrangements, for example).
If I do fly through some clouds at night, it won't be a disaster, though. I'm qualified and current and the gauges will be adequate to maintain heading and altitude. The 496 as backup will help cross-check the gauges.
The 496 has XM as well, which will help avoid any really nasty stuff.
Now all we need is a big cold H on the WX map east of the Mississippi.
I was going to fly the A36 to FWQ to have the oil spray looked at. There is a very fine mist of oil that seems to be coming from the propeller hub -- not much, since the oil level barely changes after several hours of flight. But there is enough to begin obscuring the windscreen after an hour flight time.
I was going to put the A36 in the hangar and fly the V tail back. I wanted to check out the V tail and if everything checked out, take that on a night XC. I also wanted to set up the Garmin 496 mount (haven't figured that one out yet).
Having the 496 along in the V tail will be a big help, especially at night. I plan to fly either north (towards Erie) or west to avoid the Alleghenies. There are plenty of airfields or just plain fields. No sense making the night XC riskier than it needs to be!
I still can't understand how I haven't satisfied the night XC requirement -- I have plenty of XC hours, but my longest night XC was only 1.7 hours. So I need to get the 2 hour VFR night XC flight in the logbook.
It makes sense to fly the V tail for this one -- less fuel burn, and strictly a VFR airplane (though night flying can often be an IFR exercise). I can dial the power back a bit and take it easy in order to get a full two hours and go 130 NM or so straight line.
The instruments are ok, just not up to the requirements of actual IFR (the instruments are not in the standard 6 pack arrangements, for example).
If I do fly through some clouds at night, it won't be a disaster, though. I'm qualified and current and the gauges will be adequate to maintain heading and altitude. The 496 as backup will help cross-check the gauges.
The 496 has XM as well, which will help avoid any really nasty stuff.
Now all we need is a big cold H on the WX map east of the Mississippi.
Tuesday, December 18, 2007
Today's Flight (12/18/2007)
We flew the A36 to Indiana today. A friend of John's is looking to buy an airplane. He's found three he likes and has seen one so far. We left VVS at about 0900 after along preheat (it was 23 F this morning) for the short flight to MGW to pick up two other pilots who could help review the airplane's logbooks, etc.
We were near gross weight on takeoff from MGW, but the cold air coupled with a 10 knot breeze down the runway helped us get airborne in short order.
I filed for Zanesville VOR, Dayton VOR, and from there direct to the IAF into MQJ. We were cleared as filed and flew right over Columbus, OH. Traffic on Center and Approach was steady and busy.
The weather was fine with a steadily increasing overcast at 18-25,000 feet. As we approached Indiana there was more snow on the ground. Soon everything was coated in white.
I requested GPS 16 into MQJ, and intercepted the IAF waypoint (I need to reduce my turn radius on the turn inbound on the T approaches -- I'm always left or right of course upon completing the 90 degree turn).
Once established it took about 20 degree correction to stay on course due to the steady crosswind. I followed the VNAV slope and soon runway 16 appeared. It looked only partially cleared of snow and ice!
As we lined up for final, I decided it was clear enough to land. We landed (soft, gentle touchdown with the stall horn going) and then taxied for what seemed like 10 minutes to the apron.
We arrived at 1230 (departure from MGW was at 1000). After looking the airplane over (An overpriced Cherokee 6 with fairly dated avionics -- low TTAF since whoever owned it flew as little as 5 hours in a year), I filed for the return trip. We were airborne by 1400.
We flew at 3000 until clear of the Indy Class B, then to 5, then shortly thereafter to the filed altitude of 7,000. Winds were quartering tailwind, so we averaged 180 knots groundspeed while indicating 150.
Once in Clarksburg's airspace we were cleared direct to Tiple Intersection. Near Tiple we were vectored to intercept the localizer. I dropped gear and approach flaps outside the FAF and added power to maintain altitude until glideslope capture (I think I like my way better--drop gear at FAF, trim for 90 and then add approach flaps).
About 20 degrees correction required (again) to maintain the localizer. Glidesope was easy with no major PAC changes needed. I looked up about 400' AGL and runway was straight ahead. Full flaps, nose up, trim, 78 KIAS all the way down to the aiming point. Flare -- a touch of power, and an easy touchdown.
We dropped off our PAX, refueled, and headed back to VVS for the short (15 minutes air time) flight.
I flew an extended left downwind tight to 23 -- too tight, in fact. I turned left and kept turning and we were still right of centerline. I adjusted and we were on centerline and glideslope. Another gentle touchdown.
Overall a good day's flying! No big challenges except flying at gross weight (the only real indication was that we fuel GPH was about 1 - 1.5 gallons higher than normal at cruise, and 2-3 higher during the climb).
I hand flew the return trip as the AP was wandering a bit. I needed the practice and flew instruments most of the way.
We were near gross weight on takeoff from MGW, but the cold air coupled with a 10 knot breeze down the runway helped us get airborne in short order.
I filed for Zanesville VOR, Dayton VOR, and from there direct to the IAF into MQJ. We were cleared as filed and flew right over Columbus, OH. Traffic on Center and Approach was steady and busy.
The weather was fine with a steadily increasing overcast at 18-25,000 feet. As we approached Indiana there was more snow on the ground. Soon everything was coated in white.
I requested GPS 16 into MQJ, and intercepted the IAF waypoint (I need to reduce my turn radius on the turn inbound on the T approaches -- I'm always left or right of course upon completing the 90 degree turn).
Once established it took about 20 degree correction to stay on course due to the steady crosswind. I followed the VNAV slope and soon runway 16 appeared. It looked only partially cleared of snow and ice!
As we lined up for final, I decided it was clear enough to land. We landed (soft, gentle touchdown with the stall horn going) and then taxied for what seemed like 10 minutes to the apron.
We arrived at 1230 (departure from MGW was at 1000). After looking the airplane over (An overpriced Cherokee 6 with fairly dated avionics -- low TTAF since whoever owned it flew as little as 5 hours in a year), I filed for the return trip. We were airborne by 1400.
We flew at 3000 until clear of the Indy Class B, then to 5, then shortly thereafter to the filed altitude of 7,000. Winds were quartering tailwind, so we averaged 180 knots groundspeed while indicating 150.
Once in Clarksburg's airspace we were cleared direct to Tiple Intersection. Near Tiple we were vectored to intercept the localizer. I dropped gear and approach flaps outside the FAF and added power to maintain altitude until glideslope capture (I think I like my way better--drop gear at FAF, trim for 90 and then add approach flaps).
About 20 degrees correction required (again) to maintain the localizer. Glidesope was easy with no major PAC changes needed. I looked up about 400' AGL and runway was straight ahead. Full flaps, nose up, trim, 78 KIAS all the way down to the aiming point. Flare -- a touch of power, and an easy touchdown.
We dropped off our PAX, refueled, and headed back to VVS for the short (15 minutes air time) flight.
I flew an extended left downwind tight to 23 -- too tight, in fact. I turned left and kept turning and we were still right of centerline. I adjusted and we were on centerline and glideslope. Another gentle touchdown.
Overall a good day's flying! No big challenges except flying at gross weight (the only real indication was that we fuel GPH was about 1 - 1.5 gallons higher than normal at cruise, and 2-3 higher during the climb).
I hand flew the return trip as the AP was wandering a bit. I needed the practice and flew instruments most of the way.
Sunday, December 16, 2007
Why The 1947 Model 35 (V-Tail) Bonanza is a Great Airplane
I've only piloted a dozen different airplanes, but the 1947 Bonanza tops the list on several significant categories.
Positive attributes are:
This particular model needs a serious panel upgrade. With that and a thorough workover and a few redundant systems (vacuum, etc) this could be a serious IFR airplane.
Positive attributes are:
- Looks cool
- Fuel efficiency (7-9 GPH)
- Rate of climb (1500-2000 FPM)
- Speed (140 KIAS for a fuel flow of 7 GPH)
- Utility category (4.4 g)
- Comfort (original bench seat -- though it's not too bad -- just no arm rest or leg length adjustment)
- Stability (it's light, so it gets bounced around a bit in rough air. It also has the typical V tail yaw & dutch roll tendency. That can be fixed somewhat by riding the rudder pedals)
- Useful load (average for this size airplane)
- CG -- very easy to get aft CG with fuel burn. You really need to do a W&B in this airplane if you're going to carry a load any distance.
- Cold starting -- this airplane simply won't start unless the ambient temperature is above 50 F or the engine is preheated.
This particular model needs a serious panel upgrade. With that and a thorough workover and a few redundant systems (vacuum, etc) this could be a serious IFR airplane.
Approach Speed
Considerations on approach airspeed and configuration...
Approach flaps or not?
With Flaps Pros:
There are four priorities on any approach: keep the stick(s) aligned, keep the airplane under control, be able to land at the end, or be able to go around if the runway environment is not visible.
Airspeed really shouldn't affect the first two (at least not the ~20 knot range we're considering). This the airspeed decision should be based the tradeoffs between landing safely and going around as safely. The problem with a missed is that it's usually somewhat a surprise, requires a significant PAC transition, and leads to more decisions and flying. The landing requires a transition from instruments to visual, and airspeed reduction.
So the question becomes: what is the optimum configuration that will require the least workload for either eventual outcome?
Though our preference and expectation is landing, we have to temper that with the possibility of a missed -- as much as we fly an approach to land, we have to fly every approach as if it may result in a missed.
My option in the Bonanza are gear down and 0, 15, or 30 degrees flap. If I fly the approach with no flaps, then I need to drop two notches of flaps sometime after establishing the runway and do the required trimming. 15 degrees reduces this by one.
I don't think full flaps is a good option for approach as it requires too much power to maintain the relatively shallow glideslope.
So, what I'll do is go up to altitude and try with and without, and then go fly some ILS approaches and see what PAC is required for each as well as what the missed entails.
The other airspeed consideration is timing -- the charts give us the exact time to the MAP given 60, 90 and 120 KIAS. The closer I can be to 90 kts GS the better.
Approach flaps or not?
With Flaps Pros:
- Steepens approach without increasing airspeed
- Lower stall speed
- No configuration changes down to touchdown
- No big trim changes to touchdown
- Reduces max load factor to 3.3 (4.4 with flaps up) (though at approach speeds load factor is unlikely to be exceeded)
- Slower approach (may not have the option at busier airfield)
- Adds to Missed Approach workload (control forces and clean up chores)
- Approach speed can range from 78 to 110 (depending on circumstances) with power only change required for descent rate management
- Easier transition to Missed Approach
- Airplane can be configured for landing once MAP point is reached and field is in sight (drop full flaps) -- airplane will slow and still remain on glidepath
- Transition from Approach phase to landing phase requires configuration change (flaps down, trim adjustment, airspeed adjustment)
There are four priorities on any approach: keep the stick(s) aligned, keep the airplane under control, be able to land at the end, or be able to go around if the runway environment is not visible.
Airspeed really shouldn't affect the first two (at least not the ~20 knot range we're considering). This the airspeed decision should be based the tradeoffs between landing safely and going around as safely. The problem with a missed is that it's usually somewhat a surprise, requires a significant PAC transition, and leads to more decisions and flying. The landing requires a transition from instruments to visual, and airspeed reduction.
So the question becomes: what is the optimum configuration that will require the least workload for either eventual outcome?
Though our preference and expectation is landing, we have to temper that with the possibility of a missed -- as much as we fly an approach to land, we have to fly every approach as if it may result in a missed.
My option in the Bonanza are gear down and 0, 15, or 30 degrees flap. If I fly the approach with no flaps, then I need to drop two notches of flaps sometime after establishing the runway and do the required trimming. 15 degrees reduces this by one.
I don't think full flaps is a good option for approach as it requires too much power to maintain the relatively shallow glideslope.
So, what I'll do is go up to altitude and try with and without, and then go fly some ILS approaches and see what PAC is required for each as well as what the missed entails.
The other airspeed consideration is timing -- the charts give us the exact time to the MAP given 60, 90 and 120 KIAS. The closer I can be to 90 kts GS the better.
Friday, December 14, 2007
Today's Flying (12/14/07)
Finally some flyable weather: Winds 280 @ 9, ceiling 2400 (or so), visibility 10.
Given the weather we've experienced so far this month, today looked pretty good!
I headed to the airport early to get the A36 warmed up. When I got there I found the V tail still outside, where I parked it three days ago -- not good.
I called Pete and he agreed to follow me to FWQ in the A36 while I flew the V tail back and secured it inside the hangar.
We set up the preheat and left it on a good 20 minutes. Temps were hovering around 34 and Bonanzas just don't start cold.
I hopped in and tried it -- after two very anemic turns it caught. Apparently the battery needs charging. But she started and I idled about 10 minutes with the cowl flaps closed and the mixture leaned to get up to normal operating temperature range. EGT stayed very low while CHT climbed a bit to a lower mid-range level.
After taxing and a thorough run-up, everything checked out. I took the active and in the cold air and steady 9 knot headwind she just leaped into the air.
I leveled out at 2500 and was still under the base of the clouds, so I climbed to 2700. Still not in cloud but the layer wasn't well defined like a cumulus cloud -- more a gradual reduction in visibility. I descended back to 2600 and had to keep throttling back to keep airspeed under 140 MPH (this ASI is calibrated in MPH). After a while I was at 19" MP and 1900 RPM and still maintaining 130. Not bad. At this rate I'd burn about 6 gallons an hour. Amazing.
I flew westerly until I saw 51 and then followed that until I saw the airport about 8 miles away. I descended to 2400 and started slowing up to reach 100 before entering the pattern. Upon pattern entry the drill is to throttle back and steadily pull the nose up to reduce airspeed until 100 MPH (white arc). Drop the gear, give 15 degrees flaps (about 15 seconds), and hold the nose up to bleed off airspeed. Begin the turn to base then final and keep it at 80. Cross the fence at 70 and give a touch of throttle to arrest the descent.
But the landing gear down light did not illuminate. I checked and then double-checked the mechanical indicator under the panel. It showed gear down. I assumed the gear light was faulty.
I floated a bit making sure I heard and felt wheels. Holding it off rewarded me with a light chirp despite a steady 30 degree x-wind at 10-12 knots. I quickly stored the airplane back in its hangar and waited for Pete to arrive in the A36.
We did a hot swap and I took the left seat. Today we worked on high performance take off and landings, soft and short field. The A36 POH doesn't specify a short or soft technique so we used the PTS standards.
Pete had me fly tighter and tighter patterns at FWQ so I would be within gliding range in event of engine failure. I addition, we wanted to be able to do a short field landing with a 50 foot obstacle close to the approach end of the runway.
In the A36 to land short slow to 70 KIAS, trim for 70, and then use throttle to control altitude and yoke to control airspeed. After a couple of circuits I was dropping it in like a 185 into a grass strip in Alaska. The Bonanza is an amazing airplane -- and despite the Bonanza driver stereotype, doesn't have to be flown like an F-15.
We headed over to VVS and practiced on 32 there. 32 is 2400 feet long, which we used less than half of each time taking off and landing. I had a couple of less-than-stellar crosswind landings (still getting the hang of the bungie interconnect and its effects on controls). I have to go out and practice solo.
I was a bit high on one approach and set up for a slip. We dropped as expected without adding airspeed -- I learned that the A36 slips very well. A quick reset of the attitude and we were back on centerline and at a better altitude for touching down where we planned to.
Overall a good learning experience pushing the envelope in this amazingly competent airplane.
Given the weather we've experienced so far this month, today looked pretty good!
I headed to the airport early to get the A36 warmed up. When I got there I found the V tail still outside, where I parked it three days ago -- not good.
I called Pete and he agreed to follow me to FWQ in the A36 while I flew the V tail back and secured it inside the hangar.
We set up the preheat and left it on a good 20 minutes. Temps were hovering around 34 and Bonanzas just don't start cold.
I hopped in and tried it -- after two very anemic turns it caught. Apparently the battery needs charging. But she started and I idled about 10 minutes with the cowl flaps closed and the mixture leaned to get up to normal operating temperature range. EGT stayed very low while CHT climbed a bit to a lower mid-range level.
After taxing and a thorough run-up, everything checked out. I took the active and in the cold air and steady 9 knot headwind she just leaped into the air.
I leveled out at 2500 and was still under the base of the clouds, so I climbed to 2700. Still not in cloud but the layer wasn't well defined like a cumulus cloud -- more a gradual reduction in visibility. I descended back to 2600 and had to keep throttling back to keep airspeed under 140 MPH (this ASI is calibrated in MPH). After a while I was at 19" MP and 1900 RPM and still maintaining 130. Not bad. At this rate I'd burn about 6 gallons an hour. Amazing.
I flew westerly until I saw 51 and then followed that until I saw the airport about 8 miles away. I descended to 2400 and started slowing up to reach 100 before entering the pattern. Upon pattern entry the drill is to throttle back and steadily pull the nose up to reduce airspeed until 100 MPH (white arc). Drop the gear, give 15 degrees flaps (about 15 seconds), and hold the nose up to bleed off airspeed. Begin the turn to base then final and keep it at 80. Cross the fence at 70 and give a touch of throttle to arrest the descent.
But the landing gear down light did not illuminate. I checked and then double-checked the mechanical indicator under the panel. It showed gear down. I assumed the gear light was faulty.
I floated a bit making sure I heard and felt wheels. Holding it off rewarded me with a light chirp despite a steady 30 degree x-wind at 10-12 knots. I quickly stored the airplane back in its hangar and waited for Pete to arrive in the A36.
We did a hot swap and I took the left seat. Today we worked on high performance take off and landings, soft and short field. The A36 POH doesn't specify a short or soft technique so we used the PTS standards.
Pete had me fly tighter and tighter patterns at FWQ so I would be within gliding range in event of engine failure. I addition, we wanted to be able to do a short field landing with a 50 foot obstacle close to the approach end of the runway.
In the A36 to land short slow to 70 KIAS, trim for 70, and then use throttle to control altitude and yoke to control airspeed. After a couple of circuits I was dropping it in like a 185 into a grass strip in Alaska. The Bonanza is an amazing airplane -- and despite the Bonanza driver stereotype, doesn't have to be flown like an F-15.
We headed over to VVS and practiced on 32 there. 32 is 2400 feet long, which we used less than half of each time taking off and landing. I had a couple of less-than-stellar crosswind landings (still getting the hang of the bungie interconnect and its effects on controls). I have to go out and practice solo.
I was a bit high on one approach and set up for a slip. We dropped as expected without adding airspeed -- I learned that the A36 slips very well. A quick reset of the attitude and we were back on centerline and at a better altitude for touching down where we planned to.
Overall a good learning experience pushing the envelope in this amazingly competent airplane.
Thursday, December 13, 2007
Short Field Landings
On my birthday (Nov 30th), Dr. Pete McConnell and I went out for some Complex dual (I need 10 hours total for the commercial and have 4.6 logged to date). We concentrated on slow flight in the A36.
This A36 has vortex generators installed along the leading edge of the wings. I'm not certain, but I think they help maintain laminar airflow over the top of the wing at critical angle of attack, thus improving slow flight characteristics and reducing the airspeed at which the wing stalls (Though we know that exceeding the critical angle of attack actually stalls the wing, once we get so slow that there is insufficient airflow, no angle of attack will continue supporting the wing and thus we stall).
There is obvious buffeting prior to the full stall. When it finally stalls there is a fairly gentle break in either landing or clean configuration. Keep the ball centered and there is little or no wing drop.
The A36 will fly all day at 65 KIAS, though at a fairly high angle of attack to maintain level flight.
The A36 POH doesn't provide short field takeoff and landing procedures, but older Bonanza guidance as well as FAA guidance is final approach at 1.3 x Vso. In this airplane that is roughly 70 KIAS.
So we flew the pattern at 70 KIAS all the way down to the fence, then held it off at about 63 KIAS. When we finally touched down the ground roll was negligible. So that will be my technique for the short field landings from now on (including on the practical test).
This A36 has vortex generators installed along the leading edge of the wings. I'm not certain, but I think they help maintain laminar airflow over the top of the wing at critical angle of attack, thus improving slow flight characteristics and reducing the airspeed at which the wing stalls (Though we know that exceeding the critical angle of attack actually stalls the wing, once we get so slow that there is insufficient airflow, no angle of attack will continue supporting the wing and thus we stall).
There is obvious buffeting prior to the full stall. When it finally stalls there is a fairly gentle break in either landing or clean configuration. Keep the ball centered and there is little or no wing drop.
The A36 will fly all day at 65 KIAS, though at a fairly high angle of attack to maintain level flight.
The A36 POH doesn't provide short field takeoff and landing procedures, but older Bonanza guidance as well as FAA guidance is final approach at 1.3 x Vso. In this airplane that is roughly 70 KIAS.
So we flew the pattern at 70 KIAS all the way down to the fence, then held it off at about 63 KIAS. When we finally touched down the ground roll was negligible. So that will be my technique for the short field landings from now on (including on the practical test).
Wednesday, December 12, 2007
CTAF Communications
Pet peeve: pilots tying up 122.8 with idle chit-chat, vis "Hey Bob, is that you?" "Yeah, Hi Dave.. what's the price of fuel? etc etc
While 122.8 at your airport may be quiet, the frequency is used by many other GA airports, many miles away.
So assume that when you key the mike every other GA pilot within 150 miles can hear you. That may be enough incentive to keep it short, sweet, and professional.
While 122.8 at your airport may be quiet, the frequency is used by many other GA airports, many miles away.
So assume that when you key the mike every other GA pilot within 150 miles can hear you. That may be enough incentive to keep it short, sweet, and professional.
What about Straight-In Approaches?
We all learned in primary training about the AIM-approved method of pattern entry: 45 degree downwind entry at pattern altitude. And most times this is my approach (or else a direct entry via an extended left downwind at Connellsville -- a 45 degree entry at pattern altitude would clip some trees on the ridge just to the east).
But often when flying VFR to Connellsville from the north, the best option is a long, straight-in approach to 23.
Now this is what anyone does that flies the localizer 5 approach, but 23 doesn't have an IAP.
At a less familiar or busier airport I'll do the standard contortions required to fit into the pattern. But at a less busy, familiar airport at night during windy or less favorable flying conditions, I'm assuming there's no one else out there and a straight in approach gives me the best angle just in case there is someone there that hasn't been announcing or has no comms.
A straight-on approach also reduces the amount of low speed, low altitude maneuvering which I prefer to do less of in less than ideal conditions.
But often when flying VFR to Connellsville from the north, the best option is a long, straight-in approach to 23.
Now this is what anyone does that flies the localizer 5 approach, but 23 doesn't have an IAP.
At a less familiar or busier airport I'll do the standard contortions required to fit into the pattern. But at a less busy, familiar airport at night during windy or less favorable flying conditions, I'm assuming there's no one else out there and a straight in approach gives me the best angle just in case there is someone there that hasn't been announcing or has no comms.
A straight-on approach also reduces the amount of low speed, low altitude maneuvering which I prefer to do less of in less than ideal conditions.
Garmin 496 with XM Weather
Though my techno-geek side hates to admit it -- I'm very impressed with the Garmin 496.
John has a Garmin 430 in the A36, and I've used a 430 in the Piper Archer, but the displays, data available, refresh rate, and overall usability of the 496 is even better.
XM Weather alone makes this unit worthwhile. There is no better information about weather than what is happening right now -- Not what is forecast, not what happened 4 hours ago. XM Weather provides near real-time information that is usable in flight.
The 396 is probably just as good, but John purchased the top of the line model. No complaints here.
We used it on our trip to Phoenix and it helped me plot the best course away from icing as we left Pennsylvania and crossed West Virginia. On the return trip I was able to use the XM data to supplement the FSS briefing and get a solid overall understanding of where the low was moving north from Mexico. We launched and avoided all the various hazards forecast and observed.
An XM WX receiver should be standard equipment on any IFR flight.
John has a Garmin 430 in the A36, and I've used a 430 in the Piper Archer, but the displays, data available, refresh rate, and overall usability of the 496 is even better.
XM Weather alone makes this unit worthwhile. There is no better information about weather than what is happening right now -- Not what is forecast, not what happened 4 hours ago. XM Weather provides near real-time information that is usable in flight.
The 396 is probably just as good, but John purchased the top of the line model. No complaints here.
We used it on our trip to Phoenix and it helped me plot the best course away from icing as we left Pennsylvania and crossed West Virginia. On the return trip I was able to use the XM data to supplement the FSS briefing and get a solid overall understanding of where the low was moving north from Mexico. We launched and avoided all the various hazards forecast and observed.
An XM WX receiver should be standard equipment on any IFR flight.
Tuesday, December 11, 2007
Tonight's Flight
I flew the V tail Bonanza from FWQ (Rostraver) to VVS (Connellsville) tonight. It's only a 15-20 minute flight but we needed to reposition it to open up hangar space at FWQ.
The weather has been lousy all December, so when the sky appeared to clear this afternoon I dropped everything to head up to the airport.
I was going to takeoff before sunset but the engine was cold and wouldn't start (Bonanzas seem to be resistant to starting under 50 degrees). I put the Reddy heater underneath by the cowl flaps for about 15 minutes and tried it again and she turned over.
It was dark by then (about 1800). I taxied to 26 and checked everything twice (The airplane had some repairs last week -- a new flap actuator motor and a new starter).
Run-up went fine, but radio didn't seem to be working. I switched to Com 1 & 2 and then the PCL came on.
Winds were 220 at 9 gusting to 15, so I held it on a little longer before rotating.
With only me aboard she climbs like a homesick angel. Once the runway was no longer available gear came up. A few bumps crossing the ridge line just west of the runway (it's the valley where the Monongahela river flows) and then up to 3000 (ceiling was reported at 3400).
I had the 496 on board, though I know where VVS is.
It's nice to have a GPS to help find airports at night, though. Even if you've flown in a few hundred times there are always those moments where you think, "Wait -- is that the airport there? Or is that it over there???"
I pulled power back to 20" MP and 2000 RPM but she still wanted to fly 140 MPH. I wasn't sure how smooth it would stay so I slowed a bit to 130 to stay near Va.
Descents have to be planned in this airplane -- she wants to fly. So the drill is pull the power back to 15" MP and slowly increase RPM to max. Then pull the nose up, trim and repeat until the airplane slowly decelerates.
Only after airspeed is reduced do I begin a descent. If you put the nose down you'll be way too fast for pattern entry. Of course if this was a longer XC I would do a cruise descent until I got within range of the airport (15 miles or so). But I would still get the speed to a more manageable 110-120 max sooner rather than later.
A few more bumps and then a right turn onto final for 23 at VVS. No one else flying tonight.
I turned onto final and slowed to 90. Someone put up a bunch of lights on a Christmas tree right in line with the runway final approach. It's a bit distracting, but no real hazard.
A nice long descent down the glidepath (there are PAPIs on 23 and 5 at VVS), slow to 80, then 70 and then a squeak. She touched down a bit sooner than I'd planned but was acceptable. A nice short roll and then taxi up to the pad in front of the main hangar.
Shut everything down, chock and lock, and head home.
I really like that old airplane... bu she's strictly a VFR bird for now. She would need some serious panel work before any real IFR.
The 496 is a great addition, though. It has XM Weather, terrain alerts, approaches -- everything. I have to take some time to set up the yoke mount and figure out how to power it in the V but that will be a fun challenge.
Complex Airplanes
John asked me to help him work towards the Instrument Rating back in August. So while helping him on approaches I learned everything I could about the Bonanza. he let me fly it from the right and left seats, and then get checked out (an endorsement in official parlance).
I ordered John Eckelbar's Flying the Beech Bonanza and read it cover to cover. I found plenty of solid information to test out and apply to my flying. The most important lesson was to look for the appropriate Power Attitude and configuration for each phase of flight and use that every time.This approach really simplifies things and makes flying a complex airplane much less of a challenge.
I learned GUMPS during my instrument training (in a fixed gear 172) and am glad I did. I usually do at least 3 GUMPS checks before touchdown -- one at FAF, one with runway in sight, and one just before final trim for approach to landing if IFR, and once on downwind, once on base, and once on final if VFR or visual. My GUMPs means Gas, Undercarriage, Mixture, Prop, Seat belts and Switches. Adding the switches helps you remember to turn on PCL at night as well as landing lights, etc.
I ordered John Eckelbar's Flying the Beech Bonanza and read it cover to cover. I found plenty of solid information to test out and apply to my flying. The most important lesson was to look for the appropriate Power Attitude and configuration for each phase of flight and use that every time.This approach really simplifies things and makes flying a complex airplane much less of a challenge.
I learned GUMPS during my instrument training (in a fixed gear 172) and am glad I did. I usually do at least 3 GUMPS checks before touchdown -- one at FAF, one with runway in sight, and one just before final trim for approach to landing if IFR, and once on downwind, once on base, and once on final if VFR or visual. My GUMPs means Gas, Undercarriage, Mixture, Prop, Seat belts and Switches. Adding the switches helps you remember to turn on PCL at night as well as landing lights, etc.
The Airplanes
So far this year I've had the privilege of flying five different airplanes:
- Piper Archer (180 hp Cherokee) based at EKN and belonging to the Elkins Pilot's Club, Elkins, WV. I flew this airplane to OXB in late June 07. It is a very nice flying airplane with a Garmin 430 on board. I also flew it to my parents (MSS -- Massena, NY).
- Cessna 172 (140, 160, and 180 HP) belonging to an owner at FWQ, and FlightSource Flight School and Civil Air Patrol at MGW. Flight Source used to have 3 172s, but one was demolished in a x-wind landing accident by a student pilot (he's fine) and the other went down to a prop strike this fall. I flew 75885 on my IFR practical. The CAP 172 is a well-maintained, strong flying airplane with a nice 180 HP upgrade. The avionics are dated but I've flown it IFR as low as 500 AGL ceilings. It burns a steady 7 GPH and is therefore very economical to fly.
- Cessna 152 which was leased to Flight Source early in 2007 but sold back in March 07. I learned to fly in a 152 and still enjoy flying these, though rentals are near impossible to find anymore.
- Cessna 185 (conventional gear) belonging to Dr. Pete McConnell and based at FWQ. This is the original Bush plane with amazing short field take off and landing capability. Pete had us up and gone before any other GA plane would even think about rotation. The 185 is truly an amazing workhorse.
- Beech Bonanza 35 (1947, 185 HP retractable) based at FWQ and VVS belonging to Dr. John Michaels. This airplane is an original Bonanza (Serial number 90). It's a great flier single pilot and will climb at 1500 FPM all day long. Cruise speed is about 140 knots, while burning a mere 7-8 GPH (depending on temperature and leaning technique). The avionics are very outdated so this is strictly a VFR airplane (though legally IFR capable). It needs a panel upgrade and an interior spiff up to be a dream airplane. It is light, so windy days are a bit of a challenge.
- Beech Bonanza A36 (285 HP) based at FWQ and VVS belonging to Dr. John Michaels. This airplane is truly a dream GA aircraft. It is solid, responsive, well-equipped, and fairly economical (if you're not in a hurry can get fuel burn rates down to 8 GPH). It's a full 1000 lbs heavier than the V tail so it handles turbulence with aplomb. It stalls very predictably and is easy to handle on the backside of the power curve. All in all the best airplane I have ever flown.
Commercial training
Training for the Commercial certificate is actually more fun that the Instrument rating. Flying IFR is a combination of mental and procedural discipline -- the whole system is set up so that if you follow certain lines, you don't hit anything and when you do contact earth, it is in a controlled manner.
The commercial maneuvers, though, are meant to train and then test the pilot's overall control of the airplane throughout its design envelope. Thus slow flight, stalls, lazy 8s, chandelles, steep spirals, and steep turns are part of the exercise.
This is strictly VFR work (in fact, you can be a VFR-only commercial pilot. You just can't make money at night or more than 50 nm from an airport!). I'll be using the A36 Bonanza for my practical test (what the FAA calls the flight test). I wouldn't mind using the V-tail, but it only has a single throwover yoke and so cannot be used for dual instruction or exams.
The commercial maneuvers, though, are meant to train and then test the pilot's overall control of the airplane throughout its design envelope. Thus slow flight, stalls, lazy 8s, chandelles, steep spirals, and steep turns are part of the exercise.
This is strictly VFR work (in fact, you can be a VFR-only commercial pilot. You just can't make money at night or more than 50 nm from an airport!). I'll be using the A36 Bonanza for my practical test (what the FAA calls the flight test). I wouldn't mind using the V-tail, but it only has a single throwover yoke and so cannot be used for dual instruction or exams.
KFWQ to KGEU
My longest flight so far! We left FWQ at approximately 0730 on Sunday, November 18th and arrived in the phoenix area about 12 hours later. We had one fuel stop at Col Jabara airport just outside Wichita, KS.
Weather on departure was crummy -- AIRMETS (Sierra, Tango, and Zulu) in the immediate area with low ceilings (600 feet) being reported by the FWQ AWOS. The issue wasn't clouds as much as ice -- the A36, while a great airplane, has no ice protection besides pitot heat and a windscreen defroster.
At daybreak I looked up and as far as I could tell, the lowest cloud layer was thin. We could take off, get over that layer, and stay between layers until we got far south enough to avoid the ice. I checked the Garmin 496 XM weather repeatedly, and finally decided a diversion southward would be the best plan. it added 16 miles to the overall trip of over 1600 NM, so it was an easy call.
I flew the first leg and though loaded pretty heavily the Bonanza climbed well. We punched through some wispy clouds and were soon on top of the low level crud, and beneath a much higher layer. We flew direct to Parkersburg, WV, then followed airways west past STL.
The skies cleared near Southern IL, and we remained in clear skies all the way to our destination. Winds were contrary (as expected on a westbound flight), so our groundspeed was around 145 knots most of the way.
Weather on departure was crummy -- AIRMETS (Sierra, Tango, and Zulu) in the immediate area with low ceilings (600 feet) being reported by the FWQ AWOS. The issue wasn't clouds as much as ice -- the A36, while a great airplane, has no ice protection besides pitot heat and a windscreen defroster.
At daybreak I looked up and as far as I could tell, the lowest cloud layer was thin. We could take off, get over that layer, and stay between layers until we got far south enough to avoid the ice. I checked the Garmin 496 XM weather repeatedly, and finally decided a diversion southward would be the best plan. it added 16 miles to the overall trip of over 1600 NM, so it was an easy call.
I flew the first leg and though loaded pretty heavily the Bonanza climbed well. We punched through some wispy clouds and were soon on top of the low level crud, and beneath a much higher layer. We flew direct to Parkersburg, WV, then followed airways west past STL.
The skies cleared near Southern IL, and we remained in clear skies all the way to our destination. Winds were contrary (as expected on a westbound flight), so our groundspeed was around 145 knots most of the way.
Commercial Written Test
I passed my Commercial Knowledge test with a 91% on December 6th. I planned on taking it at Allegheny County Airport (KAGC) at the Pittsburgh Flight Training Center. I took my Instrument exam there. It's a good place to take the test -- within 10 minutes of the site are plenty of restaurants to go to celebrate (Pittsburgh's Waterfront shopping complex is the biggest).
But their proctor was out until December 20th, and I didn't want to wait anymore, so I scheduled at the next closest site, Ohio Valley Flight Service, Inc. at the Wheeling Airport (KHLG).
The proctor there was late, but I got started at 1330 and was done in about an hour. My test answering strategy is to memorize certain formulas, etc and then write them down as soon as I sit down, before looking at the test (I had 7 items I wanted to memorize for this test). Then I review the test and answer every question I know just by looking at it. That took care of about 80 questions. then I go back through and answer more deliberate questions. There were 5 I was sure I got wrong, but I took my best shot.
The CATS system is easy and you get your results immediately. A form is printed out with your score. You take that form with you to the Practical ("Flight") test with a CFI's endoresement that you reviewed all the subject areas you missed.
After the test I drove to Wheeling to the Cabela's store and had a disappointing lunch. I walked around a bit and did some Christmas shopping.
At this point I need 5.2 hours of dual and one 2 hour night XC flight (my longest night VFR flight is 1.7 hours (!)). I have all the other prerequisites completed.
But their proctor was out until December 20th, and I didn't want to wait anymore, so I scheduled at the next closest site, Ohio Valley Flight Service, Inc. at the Wheeling Airport (KHLG).
The proctor there was late, but I got started at 1330 and was done in about an hour. My test answering strategy is to memorize certain formulas, etc and then write them down as soon as I sit down, before looking at the test (I had 7 items I wanted to memorize for this test). Then I review the test and answer every question I know just by looking at it. That took care of about 80 questions. then I go back through and answer more deliberate questions. There were 5 I was sure I got wrong, but I took my best shot.
The CATS system is easy and you get your results immediately. A form is printed out with your score. You take that form with you to the Practical ("Flight") test with a CFI's endoresement that you reviewed all the subject areas you missed.
After the test I drove to Wheeling to the Cabela's store and had a disappointing lunch. I walked around a bit and did some Christmas shopping.
At this point I need 5.2 hours of dual and one 2 hour night XC flight (my longest night VFR flight is 1.7 hours (!)). I have all the other prerequisites completed.
Welcome to my Flight Blog!
I'll be using this space to post my experiences as I work towards the Certified Flight Instructor rating.
(This is a VERY old post! I've been a CFI since April 2007 -- wow!)
(This is a VERY old post! I've been a CFI since April 2007 -- wow!)
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