I flew the V up to Akron today. I was going to stay local but decided to fly the V a bit further to get engine temps up. She hasn't flown more than 1/2 hour in the last 3 months and some water had collected in the oil. A longer flight at higher power output would help take care of that and keep corrosion at bay.
I also needed to test fly it after the landing gear indicator was repaired.
I filed IFR even though it was VMC today. A high cloud layer at 12,000 and then another at 10,000 was all that was forecast. Winds were light out of the east, which can spell trouble at VVS, but should be no factor at FWQ.
After a long preheat in the hangar I finally got it started. The battery acted as if it barely had a charge, even though it had been on the charger for 4 days and had a full charged indication on the trickle charger. After about 4 tries she finally fired up. I waited a while before moving and let the oil temp rise. I taxied to fuel and shut down, fueled up, and then restarted on the first throw.
After a short wait for a clearance, I took off on 8 and then turned to the assigned 270 heading. Soon I was given direct BSV and 6000. It was smooth as glass up to and including 6000, and remained that way until ATC asked if I wanted to descend to 4000 (as filed). I said, "We'll stay at 6 if that's OK -- nice and smooth at 6."
After approval the bumps started. Nothing too bad but just a steady chop that caused yawing. Some rudder work dampened that some.
Ahead were some clouds. ATC vectored me around the precip but I spent a little bit of time in the mist. the ground was still discernible below but the instruments worked fine and I felt comfortable if we went totally IMC, as long as there was no ice. None developed so we were in good shape.
A bit of vectoring to the east and then the visual to AKR. The 496 helped maintain situational awareness and the big runway at KAKR was soon in view. After joining the left hand pattern landed on runway 7. The landing was poor with a bit too much flare and some awkward floating prior to touchdown. 172 habits die hard.
The return trip started after a battery charge. After getting started and calling CLC delivery on 121.6 I took off from 7 and headed east until vectored direct HLG.
ATC complained about the transponder, and eventually they said it wasn't on at all.
Not long after switching to Pitt Approach and receiving direct to KFWQ at 5000 I lost all electric -- radios, transponder, panel, and even indicator lights were all dark. I fished out the handheld and contacted Pitt Approach and notified them of the situation and then maintained heading and altitude.
The direct routing placed me right in the approach path to the active runways at KPIT, but I had no other option. I used the GPS to plan my direct route and soon saw the city. Once KAGC was in sight I called Pitt Approach on 119.35 and they replied to descend and maintain 4000.
A bit later I told them I had to descend and slow and would be unable to hear transmissions as I dropped the gear manually.
Once at 3000 I slowed to 100 MPH, pulled the gear CB, and manually cranked down the gear. It went down smoothly and the crank stopped. I popped the CB back in and the green light glowed dimly and I verified the mechanical indication on the floor.
I used the handheld to call my position to Rostraver traffic and joined the pattern on a 45 angle to downwind. I wanted to have maximum time to see other traffic and be seen.
I tried the flaps and they dropped 15 degrees or so. I came in a bit fast (85 MPH while 75 is my target) and landed OK -- not a rough landing but not centerline perfection, either.
I called the FSS number and advised them to cancel IFR.
2.2 hours logged with some excitement along the way!
Thursday, January 31, 2008
Tuesday, January 29, 2008
CAP Flight 4777 Local Practice (28 FEB 07)
Finally, a beautiful day with some warmth! The above-freezing temps melted most of the snow, so there was a haze/mist layer up to about 4000', but otherwise a very nice day to fly.
The winds were 220 @ 4 at MGW, but a bit stronger and more westerly a few hundred feet up.
I'm practicing flying from the right seat. Everything but x-wind landings are coming to me pretty easily. I have to be conscious about keeping my left hand on the throttle, and will have to do some eyes-closed drills to be able to reach everything, but overall I'm getting comfortable turning, climbing, and flying straight and level from the right.
Landings are another matter. I'm still working on getting the sight picture right so that I'm not landing sideways. This gets compounded in x-winds (as I learned yesterday).
Of course I haven't flown the 172 much lately so I should probably spend some time in the left in x-winds getting the technique down. It's a bit different than the Bonanzas, where the crab and then a slight wing down works.
Coordination in the turns and the pattern work is good. I need to work on doing the maneuvers completely visually -- I still rely on the instruments too much.
Two hours of flight time today -- not bad!
The winds were 220 @ 4 at MGW, but a bit stronger and more westerly a few hundred feet up.
I'm practicing flying from the right seat. Everything but x-wind landings are coming to me pretty easily. I have to be conscious about keeping my left hand on the throttle, and will have to do some eyes-closed drills to be able to reach everything, but overall I'm getting comfortable turning, climbing, and flying straight and level from the right.
Landings are another matter. I'm still working on getting the sight picture right so that I'm not landing sideways. This gets compounded in x-winds (as I learned yesterday).
Of course I haven't flown the 172 much lately so I should probably spend some time in the left in x-winds getting the technique down. It's a bit different than the Bonanzas, where the crab and then a slight wing down works.
Coordination in the turns and the pattern work is good. I need to work on doing the maneuvers completely visually -- I still rely on the instruments too much.
Two hours of flight time today -- not bad!
Saturday, January 26, 2008
IFR to VA and Back
It was a picture perfect but cold day yesterday as a big H dominated the mid-Atlantic region. The only forecast trouble might be some gusty winds -- never any fun over the Alleghenies.
I had to get to the airport extra early to give the heater a chance to warm up the hangar and the airplane. I arrived at 0610 and fired up the Reddy heater. It was 10 degrees F this morning and the hangar never really warmed up. The OAT gauge displayed 38 after an hour of heating, so I knew it wouldn't get much warmer. I turned the prop over a few times to help circulate the oil.
After shoveling an inch of icy snow off the driveway I started the tug and pulled the Bonanza out. I was glad the tug worked because the pin is still broken in the nosegear and it would have been impossible to push the airplane out over the ice and snow by myself.
I quickly closed up the hangar and truck and bid farewell --hopefully. After a few turns of the prop she started up. She ran for 15 seconds or so then died, despite my efforts to keep it going by altering the mixture. A quick check of the fuel selector, another boost from the aux fuel pump, and she started. I kept the RPMs up to 1100 and watched the oil pressure and cylinder temperature slowly climb.
By now the sky was starting to glow in the early morning dawn. The satellite and pre-flight brief both indicated clear skies. The 496 XM weather displayed everything but cloud cover -- it was "Waiting for Data." I carefully taxied over the patchy ice to 26.
Winds were steady from the west at 8-10. On the way in I noticed flags whipping in the breeze, so may have been stronger.
The runup went fine, and after a brief wait (about 10 minutes) got my clearance from Clearance delivery on the cell. After takeoff they had me climb to and maintain 3000 on a westerly heading. As soon as I contacted approach, they gave me direct to OTOWN, my first waypoint.
I climbed to 5, then 9000 then was on my way east. The GPS groundspeed hovered around 180 and 190 the entire time I was at 9000. I engaged the AP and monitored the instruments and referred to the maps to figure out where I was.
In fairly rapid succession I switched form Cleveland center to Washington to Potomac. less than and hour after runup I was descending towards Shannon airport (KEZF). Descending through 4000 it started to get bumpy. Winds were form the northwest at Shannon at 10 gusting to 16. The sky was clear but disturbed as a big High took over from the previous night's Low. I left the AP on after each descent so I could clean up the cabin, get the approach plate reviewed, and prepare for arrival.
I accepted a visual approach into Shannon. After reviewing the sectional I figured once I had I-95 in sight the airport should be just beyond it. In the distance the Bay was glistening in the sunshine. The usual DC traffic chatter kept the frequency busy. It was good to be in the air.
With the help of the GPS and the clear air I spotted Shannon airport in the distance. It was hard to pick out because it's not very big and the runway was partially obscured by trees and buildings from the angle I was approaching.
I canceled IFR, overflew the airport, descended and joined left crosswind for runway 6,slowed the airplane up and prepared for landing. GUMPS on downwind, then again on base and final. I targeted 80 KIAS as my base speed given the possible gusty conditions. But the base was smooth with no airspeed excursions. I pulled it back to 75 on short final and touched down rather gently within the first quarter of the 2999' runway. I let it roll down to the FBO parking on the north side of the field.
The return trip started later than planned. After some Bonanza-talk with another Bonanza pilot I started up at 1550. Winds were now 260 @ 6, nearly straight down the runway (24). After holding for 10 minutes, I called again, requested an IFR clearance, and then waited another 15 minutes. When he came back on the line he said "Call this number for your clearance." I called and waited another 5 minutes for the clearance -- all the while the engine running. At least it was fully warmed up prior to takeoff.
Clearance instructions were to climb and maintain 2000 at a heading 090 and expect the rest after 10 minutes. Due east would not work for a return trip to Pittsburgh, but I figured they wanted to vector me away from traffic. On this cold day with strong winds from the west I was at 2000' in no time, and was busy for a few minutes turning to the heading, reducing power, re-trimming, and communicating with Quantico Approach.
I saw a C-17 not too far away. Apparently he was holding over Stafford airport, about 7 miles from Shannon. I was being vectored to avoid his wake, which was fine with me. Ahead of me the Potomac opened up into the bay, and in the distance I could see the Nice Bridge that carries 301 from MD to Virginia.
Soon I was vectored to 360, and then direct to Linden VOR. I climbed to 4000 and stayed at 4 for about 15 minutes. The Alleghenies in the distance were clearly visible (as were the taller ridges in WV). I flew south of Dulles and I assumed they were keeping me below the jet arrivals. The groundspeed showed a pitiful 123 knots.
Eventually I was cleared to my requested altitude of 8000. It was smooth air all the way, despite the steady northwest winds. The air was clear and the view was spectacular. I monitored systems and worked on keeping the mixture just Lean of Peak. The temperatures are actually cooler at LOP and wear is no greater than at Rich of Peak, while reducing fuel consumption by .5 to 1 gallon per hour. I dialed the RPMs back to 2200 and MP to 21". Indicated airspeed was 143 while GS was hovering around 125.
Direct from Linden to Grantsville is a long stretch of not many options -- all mountain ridges and no airports. I waited until KCBE to switch tanks. She continued humming along.
The sun was near the horizon by now, but it was still plenty light. I saw a small jet about 5 miles to my left heading the opposite direction -- the closing speeds were impressive.
I requested 6000 as I approached the Indian head VOR. ATC gave me 4000 and then amended it to 5000 (4000 was a bit low for this area -- but I wouldn't have been down to 4000 until well past the ridges anyway).
The sun set and a few high clouds gave the sky some texture. I checked AWOS and all was good at FWQ -- sky clear, vis 10, and winds 260 @ 6.
After switch to Pittsburgh Approach I canceled IFR but the controller let me stay with her for advisories. 5 miles out I asked to switch to local and then entered and extended left base for 26.
The landing was flawless and I rolled to the taxi exit, fueled up, and put her away.
The V tail is fixed so I'm anxious to get her back in the air.
I had to get to the airport extra early to give the heater a chance to warm up the hangar and the airplane. I arrived at 0610 and fired up the Reddy heater. It was 10 degrees F this morning and the hangar never really warmed up. The OAT gauge displayed 38 after an hour of heating, so I knew it wouldn't get much warmer. I turned the prop over a few times to help circulate the oil.
After shoveling an inch of icy snow off the driveway I started the tug and pulled the Bonanza out. I was glad the tug worked because the pin is still broken in the nosegear and it would have been impossible to push the airplane out over the ice and snow by myself.
I quickly closed up the hangar and truck and bid farewell --hopefully. After a few turns of the prop she started up. She ran for 15 seconds or so then died, despite my efforts to keep it going by altering the mixture. A quick check of the fuel selector, another boost from the aux fuel pump, and she started. I kept the RPMs up to 1100 and watched the oil pressure and cylinder temperature slowly climb.
By now the sky was starting to glow in the early morning dawn. The satellite and pre-flight brief both indicated clear skies. The 496 XM weather displayed everything but cloud cover -- it was "Waiting for Data." I carefully taxied over the patchy ice to 26.
Winds were steady from the west at 8-10. On the way in I noticed flags whipping in the breeze, so may have been stronger.
The runup went fine, and after a brief wait (about 10 minutes) got my clearance from Clearance delivery on the cell. After takeoff they had me climb to and maintain 3000 on a westerly heading. As soon as I contacted approach, they gave me direct to OTOWN, my first waypoint.
I climbed to 5, then 9000 then was on my way east. The GPS groundspeed hovered around 180 and 190 the entire time I was at 9000. I engaged the AP and monitored the instruments and referred to the maps to figure out where I was.
In fairly rapid succession I switched form Cleveland center to Washington to Potomac. less than and hour after runup I was descending towards Shannon airport (KEZF). Descending through 4000 it started to get bumpy. Winds were form the northwest at Shannon at 10 gusting to 16. The sky was clear but disturbed as a big High took over from the previous night's Low. I left the AP on after each descent so I could clean up the cabin, get the approach plate reviewed, and prepare for arrival.
I accepted a visual approach into Shannon. After reviewing the sectional I figured once I had I-95 in sight the airport should be just beyond it. In the distance the Bay was glistening in the sunshine. The usual DC traffic chatter kept the frequency busy. It was good to be in the air.
With the help of the GPS and the clear air I spotted Shannon airport in the distance. It was hard to pick out because it's not very big and the runway was partially obscured by trees and buildings from the angle I was approaching.
I canceled IFR, overflew the airport, descended and joined left crosswind for runway 6,slowed the airplane up and prepared for landing. GUMPS on downwind, then again on base and final. I targeted 80 KIAS as my base speed given the possible gusty conditions. But the base was smooth with no airspeed excursions. I pulled it back to 75 on short final and touched down rather gently within the first quarter of the 2999' runway. I let it roll down to the FBO parking on the north side of the field.
The return trip started later than planned. After some Bonanza-talk with another Bonanza pilot I started up at 1550. Winds were now 260 @ 6, nearly straight down the runway (24). After holding for 10 minutes, I called again, requested an IFR clearance, and then waited another 15 minutes. When he came back on the line he said "Call this number for your clearance." I called and waited another 5 minutes for the clearance -- all the while the engine running. At least it was fully warmed up prior to takeoff.
Clearance instructions were to climb and maintain 2000 at a heading 090 and expect the rest after 10 minutes. Due east would not work for a return trip to Pittsburgh, but I figured they wanted to vector me away from traffic. On this cold day with strong winds from the west I was at 2000' in no time, and was busy for a few minutes turning to the heading, reducing power, re-trimming, and communicating with Quantico Approach.
I saw a C-17 not too far away. Apparently he was holding over Stafford airport, about 7 miles from Shannon. I was being vectored to avoid his wake, which was fine with me. Ahead of me the Potomac opened up into the bay, and in the distance I could see the Nice Bridge that carries 301 from MD to Virginia.
Soon I was vectored to 360, and then direct to Linden VOR. I climbed to 4000 and stayed at 4 for about 15 minutes. The Alleghenies in the distance were clearly visible (as were the taller ridges in WV). I flew south of Dulles and I assumed they were keeping me below the jet arrivals. The groundspeed showed a pitiful 123 knots.
Eventually I was cleared to my requested altitude of 8000. It was smooth air all the way, despite the steady northwest winds. The air was clear and the view was spectacular. I monitored systems and worked on keeping the mixture just Lean of Peak. The temperatures are actually cooler at LOP and wear is no greater than at Rich of Peak, while reducing fuel consumption by .5 to 1 gallon per hour. I dialed the RPMs back to 2200 and MP to 21". Indicated airspeed was 143 while GS was hovering around 125.
Direct from Linden to Grantsville is a long stretch of not many options -- all mountain ridges and no airports. I waited until KCBE to switch tanks. She continued humming along.
The sun was near the horizon by now, but it was still plenty light. I saw a small jet about 5 miles to my left heading the opposite direction -- the closing speeds were impressive.
I requested 6000 as I approached the Indian head VOR. ATC gave me 4000 and then amended it to 5000 (4000 was a bit low for this area -- but I wouldn't have been down to 4000 until well past the ridges anyway).
The sun set and a few high clouds gave the sky some texture. I checked AWOS and all was good at FWQ -- sky clear, vis 10, and winds 260 @ 6.
After switch to Pittsburgh Approach I canceled IFR but the controller let me stay with her for advisories. 5 miles out I asked to switch to local and then entered and extended left base for 26.
The landing was flawless and I rolled to the taxi exit, fueled up, and put her away.
The V tail is fixed so I'm anxious to get her back in the air.
Wednesday, January 23, 2008
Short Flight to FWQ (23 JAN 08)
It was cold today (mid-20s) and the wind was steady 10 knots gusting to 16 from the west.
I called VVS and they setup the preheat. When I arrived the airplane was getting warmed up, which saved me some time. I had a meeting to attend at 4 and so time was limited.
After pushing the A36 out of the hangar (and out into the cold wind!) and a bit past the ice, I climbed in and gladly shut the door.
She started right up, and soon everything was humming. The instruments were chilled, and the DG was very far off.
After a nice warm up I headed over to 32. Winds were reported as 280 @ 10, gusting 16, so 32 made the most sense, even though it is shorter than 23.
Full left aileron and right rudder to maintain centerline, then a takeoff and an easy climb to 3500 with only a few bumps.
The flight to FWQ was short, though the wind was steady and strong from the west.
I entered a left downwind and flew a bit far (given the wind) and maintained power down to base leg. I deployed full flaps and maintained 80 KIAS on final and touched down gently and was stopped by 1800' mark.
After some airplane wrangling the A36 is now in the hangar ready fro preheat and next flight.
I called VVS and they setup the preheat. When I arrived the airplane was getting warmed up, which saved me some time. I had a meeting to attend at 4 and so time was limited.
After pushing the A36 out of the hangar (and out into the cold wind!) and a bit past the ice, I climbed in and gladly shut the door.
She started right up, and soon everything was humming. The instruments were chilled, and the DG was very far off.
After a nice warm up I headed over to 32. Winds were reported as 280 @ 10, gusting 16, so 32 made the most sense, even though it is shorter than 23.
Full left aileron and right rudder to maintain centerline, then a takeoff and an easy climb to 3500 with only a few bumps.
The flight to FWQ was short, though the wind was steady and strong from the west.
I entered a left downwind and flew a bit far (given the wind) and maintained power down to base leg. I deployed full flaps and maintained 80 KIAS on final and touched down gently and was stopped by 1800' mark.
After some airplane wrangling the A36 is now in the hangar ready fro preheat and next flight.
Tuesday, January 22, 2008
CAP Flight (21 JAN 08)
I expected to fly at 100 today, but the airplane was overdue on an unscheduled PPL checkride.
We waited in the tower until 1700 when the plane returned. After a quick but thorough preflight, we climbed into the 172.
After so much time in Bonanzas the 172 seemed very small.
I sat in the right seat as I need the practice handling the airplane from that position. We stayed in the pattern for touch and gos (all were stop and go this evening).
I had a bit of difficulty maintaining centerline from the right. The combination of relearning rudder effectiveness in a 172 and right seta sight picture helped make it a challenege.
Once airborne the flying came easy. Throttle, mixture, and carb heat control were all simple. Right hand yoke control seemed to transfer well also. I could fly coordinated and maintained altitude, airspeed, and bank angle in the pattern.
The first landing was off as I was right of centerline and flared a bit high. The final result wasn't too rough although there was a bit of side load on the gear.
Ryan flew most of the circuits and I took it back for a few. Each was a bit better. We had the additional challenge of landing without the landing light, but the moonlit sky and the bright runway lights helped.
Overall a good quick practice. I need to schedule the airplane again and get some more practice soon.
We waited in the tower until 1700 when the plane returned. After a quick but thorough preflight, we climbed into the 172.
After so much time in Bonanzas the 172 seemed very small.
I sat in the right seat as I need the practice handling the airplane from that position. We stayed in the pattern for touch and gos (all were stop and go this evening).
I had a bit of difficulty maintaining centerline from the right. The combination of relearning rudder effectiveness in a 172 and right seta sight picture helped make it a challenege.
Once airborne the flying came easy. Throttle, mixture, and carb heat control were all simple. Right hand yoke control seemed to transfer well also. I could fly coordinated and maintained altitude, airspeed, and bank angle in the pattern.
The first landing was off as I was right of centerline and flared a bit high. The final result wasn't too rough although there was a bit of side load on the gear.
Ryan flew most of the circuits and I took it back for a few. Each was a bit better. We had the additional challenge of landing without the landing light, but the moonlit sky and the bright runway lights helped.
Overall a good quick practice. I need to schedule the airplane again and get some more practice soon.
Wednesday, January 16, 2008
Today's Short Flight (16 JAN 08)
After a nice long preheat of the hangar and some time fiddling with the Garmin 496 yoke mount in the V Tail, I started it up and taxied out for some x-wind practice on 26.
Winds were 5-6 knots from 180, so it would be a very nice direct x-wind.
After a good long warm up I took the active and stopped, set full power, and released the brakes.
The nose wheel must have been cocked to one side because she wanted to turn left. I had to touch the brakes twice on the right to get turned back to center and then very soon 70 MPH and then lift-off.
I climbed at 80 and left the gear down -- I was staying in the pattern anyway. Very soon I was 800' AGL and started my turn to x-wind and then downwind. The airplane was still climbing at 100 MPH and 20" of MP so I backed it off to 17". It still wanted to accelerate so I set it at 15". That stabilized the airspeed at 100 MPH at straight and level with the gear down. Not bad.
I tried to keep the pattern close but the southerly wind blew me towards the runway. ON turn to base I was still pretty high. I kept it right at 80 with full flaps.
I touched down just past the numbers and rolled to the second taxi way.
I did a few more stop and goes and had to go around on one since I was too high after turn from base to final. Next one I worked harder at maintaining the crab to stay equal distance from the runway on downwind. Gotta practice the basics.
On the 4th pattern I hit full flaps and then noticed there was no radio noise. checked the panel and all was dark -- no electric power.
I checked the flaps and they were down. I kept flying the airplane and checked CB -- none were up.
I cycled the generator switch and nothing.
I was on base so decided to forgo fishing out the handheld. The other traffic behind had me in sight before I lost comms.
I landed OK and then taxied to the hangar. A few more tries and still no power.
I'll have Kevin take a look and see what's up. Might be the new flap motor?
Winds were 5-6 knots from 180, so it would be a very nice direct x-wind.
After a good long warm up I took the active and stopped, set full power, and released the brakes.
The nose wheel must have been cocked to one side because she wanted to turn left. I had to touch the brakes twice on the right to get turned back to center and then very soon 70 MPH and then lift-off.
I climbed at 80 and left the gear down -- I was staying in the pattern anyway. Very soon I was 800' AGL and started my turn to x-wind and then downwind. The airplane was still climbing at 100 MPH and 20" of MP so I backed it off to 17". It still wanted to accelerate so I set it at 15". That stabilized the airspeed at 100 MPH at straight and level with the gear down. Not bad.
I tried to keep the pattern close but the southerly wind blew me towards the runway. ON turn to base I was still pretty high. I kept it right at 80 with full flaps.
I touched down just past the numbers and rolled to the second taxi way.
I did a few more stop and goes and had to go around on one since I was too high after turn from base to final. Next one I worked harder at maintaining the crab to stay equal distance from the runway on downwind. Gotta practice the basics.
On the 4th pattern I hit full flaps and then noticed there was no radio noise. checked the panel and all was dark -- no electric power.
I checked the flaps and they were down. I kept flying the airplane and checked CB -- none were up.
I cycled the generator switch and nothing.
I was on base so decided to forgo fishing out the handheld. The other traffic behind had me in sight before I lost comms.
I landed OK and then taxied to the hangar. A few more tries and still no power.
I'll have Kevin take a look and see what's up. Might be the new flap motor?
Infrequent Flying Blues (16 JAN 08)
This week has provided more typical winter yuck -- intermittent snow shows, low ceilings, icing, strong winds, turbulence. The pattern has been for a low to get established somewhere over Tennessee and work its way northeastward until settling in and deepening over New England. We've had several of these so far and it seems to be the standard pattern.
Today may clear by noon (at least that's what the TAFS suggest), and, given the 500mb chart's depiction of steering winds, I think nice weather will prevail sometime after 1000 EST.
If all this holds true, I'm planning on taking the V up for a bit. I'm not sure where I'll go -- maybe just stay in the pattern? -- but I enjoy flying that airplane. The efficiency, simplicity, control harmony, and speed make it a joy to fly.
It's funny how the more often you fly, the more intensely you miss it when you can't fly. After a longer break other things crowd in and when I finally get to the airport I get those little bouts of trepidation -- What will I forget? Will I be able to handle an emergency? What if it's rough? -- that only seem to bubble up only when I don't feel 100% proficient.
In some ways it's a lot like racing -- some anxious moments, and then you're off and you wonder "How do I live without doing this?"
I've heard other pilots talk about the day or the flight they became 100% comfortable in the sky or in IMC. Usually there are a few thousand hours preceding that moment. I have had times during flights when I have been 100% at ease, but I think I need some more solo time -- just me and the airplane, to get that feeling consistently.
So hopefully today I'll get to fly.
Today may clear by noon (at least that's what the TAFS suggest), and, given the 500mb chart's depiction of steering winds, I think nice weather will prevail sometime after 1000 EST.
If all this holds true, I'm planning on taking the V up for a bit. I'm not sure where I'll go -- maybe just stay in the pattern? -- but I enjoy flying that airplane. The efficiency, simplicity, control harmony, and speed make it a joy to fly.
It's funny how the more often you fly, the more intensely you miss it when you can't fly. After a longer break other things crowd in and when I finally get to the airport I get those little bouts of trepidation -- What will I forget? Will I be able to handle an emergency? What if it's rough? -- that only seem to bubble up only when I don't feel 100% proficient.
In some ways it's a lot like racing -- some anxious moments, and then you're off and you wonder "How do I live without doing this?"
I've heard other pilots talk about the day or the flight they became 100% comfortable in the sky or in IMC. Usually there are a few thousand hours preceding that moment. I have had times during flights when I have been 100% at ease, but I think I need some more solo time -- just me and the airplane, to get that feeling consistently.
So hopefully today I'll get to fly.
Saturday, January 12, 2008
Commercial Pilot (12 JAN 08)
Today I earned my commercial pilot's license -- whew!
The morning started out less than ideal with low ceilings (3200' AGL) throughout the area. But the TAFS suggested clearing, as did the satellite image. The FAs were way off (again).
I called Don and said I'd be at EKN by noon. After preflighting and adding 20 gallons of 100LL, I started up and headed south VFR.
I haven't flown much VFR lately so I had to think back on the correct verbiage for Traffic Advisories. It came to me and I flew south past KMGW and KCKB. It was one of those weird days when -- though the winds aloft are forecast to be light and variable and ASOS reported 5 knots from the west -- the continuous bumps and altitude excursions suggested otherwise. It felt like a day with 20 knot surface winds.
I had to head west to avoid the ceilings low over the ridges to the east. When I got near Route 33, I headed southeast towards the gap in the mountains. They looked awfully close but a glance at the Terrain view in the GPS said I'd be clear.
It was clearing inside the valley, and winds were calm. The flight down was bumpy -- like a hot summer morning.
The landing was smooth, though I flared a bit high. A touch of power and then a gentle chirp. I'm not used to 150' wide runway.
I arrived prior to the examiner, so I laid everything out -- FAA Form 8710, check, logbooks, etc. Everything was in order and after about 15 minutes of paperwork we started the oral.
He focused on the POH but I've spent a lot of time reading it so there wasn't much I didn't know -- in fact, there was no question I couldn't answer (down to the nose wheel tire pressure).
Then it was time to fly. I did another pre-flight and pointed out some of the airplane details (vortex generators, etc).
We climbed in and I did my usual checklist, including PAX brief. We taxied to 32 and did a soft field takeoff from there. There is no soft field technique described in the POH, so all you do is keep rolling, keep the yoke back, let it get light on the mains, pull up, and you're off. The A36 doesn't need much time in ground effect as it has plenty of power to accelerate and climb at the same time.
We headed south down the valley, climbed to 4500, and started off with slow flight. I pulled the power back, held the nose up, dropped flaps, and slowed us down to 70 KIAS. A bit more nose up at at 68 KIAS the horn was blaring.
"Make a few turns." I turned left, then right, the horn continuously blaring, the ball centered, my right hand on the throttle. "OK, drop the gear and do a power off stall -- landing configuration."
Gear down and locked, flaps down -- power back to idle, pull the nose up, stall horn, buffet, and then gentle fall forward.
Power forward, wings level, flaps up one notch, then another on positive rate, then gear up.
"OK, let's do a power on stall -- use 65% power."
I set it to 2300 RPM, 20" MP, and steadily pulled the nose back. Right rudder to counteract P factor, stall horn, 15 degree, now 18 degree nose up, no stall, pull back -- and break.
MP to 23", winds level, accelerate to Vy.
Next were steep turns. The turn to the left was fine. As I rolled into the turn to the right he completely covered the panel and after 360 I lost 500' foot in altitude. Ugh. He said, "You need to be able to do those completely visually."
I hadn't practiced that at all, but took the point.
Next up chandelles. Both went well with the stall horn going off with about 20 degrees remaining to turn. I was fixating on the instruments trying to keep bank 30, pitch 10 degrees plus, and airspeed steadily decreasing. He mentioned that I was adjusting pitch -- and that I should set it and leave it to the 90 degree point. The chandelles met the PTS standards but he could have dinged me on "Divides attention between accurate coordinated airplane control and outside visual references" which, while not a requirement on this specific task, is implied.
Next were Lazy 8s. The first was OK, though I dropped the nose too much and picked up too much airspeed. I had a habit of not letting the nose drop enough during practice and so over compensated today. Don said the second iteration was much better, but that I would "need to polish up on those before you go for your CFI."
By now we were at 7500 feet, and he asked me to do an "emergency descent." I was a bit confused on the terminology since the PTS only refers to "Steep spirals." And emergency descent in this airplane is accomplished at 153 KIAS with the gear down. A Steep spiral doesn't require gear down and Va is limited to 131 KIAS for performance maneuvers (though 140 is listed as Va in other sections). During the oral I mentioned that 110 is best glide but spirals at 110 would take us too far from the intended landing point so we used 90 KIAS as best spiral speed.
HE said, "OK, steep spiral then" and I pitched for 90 while banking it over to 45 degrees. I picked out the open field directly below and kept us over the spot.
He had me pull out after 2 1/2 turns and head over towards silos for 8s on pylons.
The first was a bit shaky, as the valley is rather narrow at that point and we came appear very close to a ridge on the west side of the circuit, but after the first half turn I ignored the terrain warning on the GPS and concentrated on keeping the pylon on the reference point fairly consistently, though the tip tanks make it a bit of a challenge. He didn't tell me to stop so I made three circuits of the two pylons.
"Let's head over to the airport." We were about 10 miles south at 3000' MSL which is pattern altitude. We flew north up the valley with the ridges on either side. I was going to do the whole pattern entry thing but he said "Winds are calm so let's use 23." We were heading straight in to downwind for 23. About midfield he said "Let's make this a short field landing. Have us stopped before the intersection." 32-14 crosses 23-5 at the midpoint. 23-5 is 4500 feet long, subtract the intersection width and the effective runway length was 2200 feet -- very doable in this airplane.
I kept the pattern tight and made a nearly continuous turn to base and then final with a very short base leg. I know he though we were high but once I dropped full flaps and maintained the target short field airspeed of 70 KIAS we dropped like stone. Everything was perfect and I was just about to flare when he said "go around."
The go around was a handful with 285 HP and full nose up trim. I was able to keep the nose down, raise the flaps, and then the gear, and accelerate to Vy.
Next was a no flap landing. When midfield I checked the gear down indication -- the green lights were not burning as expected. I glanced over and saw the CB popped. I said I would abort the landing, climb, and get the gear down manually. He said not to bother and reset the CB and I landed no flap (I added 10 knots to handle the higher stall speed, which gave me about 86-90 KIAS on base to final).
The landing was pretty poor with a drop in stall about 3 feet off the runway -- ugh. I told him I hadn't had a landing like that in 50 hours.
We did a short field takeoff and then another landing, this one better. On the takeoff I established VY and we were climbing and he said "What about the gear?" I reached over and put the gear up and said, "I need to pretend you're not here." I think I was in "touch and go in a retractable mode" which is how I practiced -- leave the gear down to save cycles and reduce the possibility of a gear-up landing when busy in the pattern.
We did two more landings with the winds variable up to 5 knots (mostly from the west so we had some marginal x-wind landings and takeoffs). Then we landed and he said he'd seen enough. I can usually land with the gentlest of chirps in that airplane, but for some reason today not one landing was a greaser. Go figure.
We parked and went inside and he filled out my temporary certificate, which is nestled snugly in my logbook pocket.
I really don't feel like I "had it" today -- I felt like I was off. I have flown much more crisply and much more proficiently than I did today. But I figure that if I can pass a commercial test on an off day, then I must be reasonably prepared.
I am relieved and satisfied, though I wish I could have demonstrated my usual proficiency. Oh well.
The flight back was easy, and I climbed to 7500' to get over a thin scattered layer between 4000 and 5000. I descended after passing KMGW and headed towards the house. at 4000' the bumps started again, but they were the wave riding sort, not the knocking type of bumps. I did two turns about the garage, then headed to VVS. If fuel wasn't $4.15 a gallon I would have flown somewhere just for fun. But I had been gone long enough and decided to land and put the airplane away.
The touchdown on runway 23 was better, though I rolled a bit long (I wasn't using short field technique, though). I taxied back, shut her down, and tucked her back into the hangar.
On to the CFI!
The morning started out less than ideal with low ceilings (3200' AGL) throughout the area. But the TAFS suggested clearing, as did the satellite image. The FAs were way off (again).
I called Don and said I'd be at EKN by noon. After preflighting and adding 20 gallons of 100LL, I started up and headed south VFR.
I haven't flown much VFR lately so I had to think back on the correct verbiage for Traffic Advisories. It came to me and I flew south past KMGW and KCKB. It was one of those weird days when -- though the winds aloft are forecast to be light and variable and ASOS reported 5 knots from the west -- the continuous bumps and altitude excursions suggested otherwise. It felt like a day with 20 knot surface winds.
I had to head west to avoid the ceilings low over the ridges to the east. When I got near Route 33, I headed southeast towards the gap in the mountains. They looked awfully close but a glance at the Terrain view in the GPS said I'd be clear.
It was clearing inside the valley, and winds were calm. The flight down was bumpy -- like a hot summer morning.
The landing was smooth, though I flared a bit high. A touch of power and then a gentle chirp. I'm not used to 150' wide runway.
I arrived prior to the examiner, so I laid everything out -- FAA Form 8710, check, logbooks, etc. Everything was in order and after about 15 minutes of paperwork we started the oral.
He focused on the POH but I've spent a lot of time reading it so there wasn't much I didn't know -- in fact, there was no question I couldn't answer (down to the nose wheel tire pressure).
Then it was time to fly. I did another pre-flight and pointed out some of the airplane details (vortex generators, etc).
We climbed in and I did my usual checklist, including PAX brief. We taxied to 32 and did a soft field takeoff from there. There is no soft field technique described in the POH, so all you do is keep rolling, keep the yoke back, let it get light on the mains, pull up, and you're off. The A36 doesn't need much time in ground effect as it has plenty of power to accelerate and climb at the same time.
We headed south down the valley, climbed to 4500, and started off with slow flight. I pulled the power back, held the nose up, dropped flaps, and slowed us down to 70 KIAS. A bit more nose up at at 68 KIAS the horn was blaring.
"Make a few turns." I turned left, then right, the horn continuously blaring, the ball centered, my right hand on the throttle. "OK, drop the gear and do a power off stall -- landing configuration."
Gear down and locked, flaps down -- power back to idle, pull the nose up, stall horn, buffet, and then gentle fall forward.
Power forward, wings level, flaps up one notch, then another on positive rate, then gear up.
"OK, let's do a power on stall -- use 65% power."
I set it to 2300 RPM, 20" MP, and steadily pulled the nose back. Right rudder to counteract P factor, stall horn, 15 degree, now 18 degree nose up, no stall, pull back -- and break.
MP to 23", winds level, accelerate to Vy.
Next were steep turns. The turn to the left was fine. As I rolled into the turn to the right he completely covered the panel and after 360 I lost 500' foot in altitude. Ugh. He said, "You need to be able to do those completely visually."
I hadn't practiced that at all, but took the point.
Next up chandelles. Both went well with the stall horn going off with about 20 degrees remaining to turn. I was fixating on the instruments trying to keep bank 30, pitch 10 degrees plus, and airspeed steadily decreasing. He mentioned that I was adjusting pitch -- and that I should set it and leave it to the 90 degree point. The chandelles met the PTS standards but he could have dinged me on "Divides attention between accurate coordinated airplane control and outside visual references" which, while not a requirement on this specific task, is implied.
Next were Lazy 8s. The first was OK, though I dropped the nose too much and picked up too much airspeed. I had a habit of not letting the nose drop enough during practice and so over compensated today. Don said the second iteration was much better, but that I would "need to polish up on those before you go for your CFI."
By now we were at 7500 feet, and he asked me to do an "emergency descent." I was a bit confused on the terminology since the PTS only refers to "Steep spirals." And emergency descent in this airplane is accomplished at 153 KIAS with the gear down. A Steep spiral doesn't require gear down and Va is limited to 131 KIAS for performance maneuvers (though 140 is listed as Va in other sections). During the oral I mentioned that 110 is best glide but spirals at 110 would take us too far from the intended landing point so we used 90 KIAS as best spiral speed.
HE said, "OK, steep spiral then" and I pitched for 90 while banking it over to 45 degrees. I picked out the open field directly below and kept us over the spot.
He had me pull out after 2 1/2 turns and head over towards silos for 8s on pylons.
The first was a bit shaky, as the valley is rather narrow at that point and we came appear very close to a ridge on the west side of the circuit, but after the first half turn I ignored the terrain warning on the GPS and concentrated on keeping the pylon on the reference point fairly consistently, though the tip tanks make it a bit of a challenge. He didn't tell me to stop so I made three circuits of the two pylons.
"Let's head over to the airport." We were about 10 miles south at 3000' MSL which is pattern altitude. We flew north up the valley with the ridges on either side. I was going to do the whole pattern entry thing but he said "Winds are calm so let's use 23." We were heading straight in to downwind for 23. About midfield he said "Let's make this a short field landing. Have us stopped before the intersection." 32-14 crosses 23-5 at the midpoint. 23-5 is 4500 feet long, subtract the intersection width and the effective runway length was 2200 feet -- very doable in this airplane.
I kept the pattern tight and made a nearly continuous turn to base and then final with a very short base leg. I know he though we were high but once I dropped full flaps and maintained the target short field airspeed of 70 KIAS we dropped like stone. Everything was perfect and I was just about to flare when he said "go around."
The go around was a handful with 285 HP and full nose up trim. I was able to keep the nose down, raise the flaps, and then the gear, and accelerate to Vy.
Next was a no flap landing. When midfield I checked the gear down indication -- the green lights were not burning as expected. I glanced over and saw the CB popped. I said I would abort the landing, climb, and get the gear down manually. He said not to bother and reset the CB and I landed no flap (I added 10 knots to handle the higher stall speed, which gave me about 86-90 KIAS on base to final).
The landing was pretty poor with a drop in stall about 3 feet off the runway -- ugh. I told him I hadn't had a landing like that in 50 hours.
We did a short field takeoff and then another landing, this one better. On the takeoff I established VY and we were climbing and he said "What about the gear?" I reached over and put the gear up and said, "I need to pretend you're not here." I think I was in "touch and go in a retractable mode" which is how I practiced -- leave the gear down to save cycles and reduce the possibility of a gear-up landing when busy in the pattern.
We did two more landings with the winds variable up to 5 knots (mostly from the west so we had some marginal x-wind landings and takeoffs). Then we landed and he said he'd seen enough. I can usually land with the gentlest of chirps in that airplane, but for some reason today not one landing was a greaser. Go figure.
We parked and went inside and he filled out my temporary certificate, which is nestled snugly in my logbook pocket.
I really don't feel like I "had it" today -- I felt like I was off. I have flown much more crisply and much more proficiently than I did today. But I figure that if I can pass a commercial test on an off day, then I must be reasonably prepared.
I am relieved and satisfied, though I wish I could have demonstrated my usual proficiency. Oh well.
The flight back was easy, and I climbed to 7500' to get over a thin scattered layer between 4000 and 5000. I descended after passing KMGW and headed towards the house. at 4000' the bumps started again, but they were the wave riding sort, not the knocking type of bumps. I did two turns about the garage, then headed to VVS. If fuel wasn't $4.15 a gallon I would have flown somewhere just for fun. But I had been gone long enough and decided to land and put the airplane away.
The touchdown on runway 23 was better, though I rolled a bit long (I wasn't using short field technique, though). I taxied back, shut her down, and tucked her back into the hangar.
On to the CFI!
Friday, January 11, 2008
Practical Test Scheduled
The Commercial Practical Test is scheduled for tomorrow! I'm ready.. been reviewing my texts and everything is very familiar, so I'm confident about the oral.
On my way to Elkins, WV (KEKN) I'll do some steep turns, a few turns about a point, and maybe a chandelle and a lazy 8.
About the only maneuvers I'm not 100% confident in are the Lazy 8s -- but they are about 90% there.
We're planning on starting at 1 -- hopefully the clouds will break by then.
We'll see.
On my way to Elkins, WV (KEKN) I'll do some steep turns, a few turns about a point, and maybe a chandelle and a lazy 8.
About the only maneuvers I'm not 100% confident in are the Lazy 8s -- but they are about 90% there.
We're planning on starting at 1 -- hopefully the clouds will break by then.
We'll see.
Final Commercial Dual Prep (10 JAN 08)
Today Pete and I completed the commercial maneuver training. We took off from VVS at 1130. We departed from 14 since the winds were reported at 150 at 5. At this airport this means there will be some wind shear climbing above 200' AGL as the wind rolls off the ridge.
As expected there was some buffeting after the gear came up. I started turning left (north) as soon as we were 600' AGL -- otherwise the ridge gets close very soon.
Once west of the ridge and above 3500' MSL (1700 AGL) the air smoothed. We started out with some chandelles. The best power, attitude, and configuration for the A36 is 2300 RPM, 17" MP to maintain 120 KIAS in straight and level flight (131 is Va at gross), flaps up, gear in.
At this PAC, the 30 degree bank is immediately established and the pitch rolled in steadily. 3 more inches MP and then the 90 degree turn comes quick this way. Then the bank is steadily released until the horn starts to blare. Yesterday we saw a 600' altitude gain with this PAC and technique.
Pete demonstrated a couple with a bit faster control inputs -- Quite the thrill ride.
Next we flew Lazy 8s. These were much more difficult when I started flying them in the 172. The key is to make the control inputs swift and steady -- the airplane will just about fly the maneuver on its own once pointed in the right direction. So same power setting (2300/ 17-18'), straight and level at 120 KIAS, then smooth application of increasing pitch and bank. The key is crisp application of controls to get the airplane into the proper attitude while it still has energy.
Very soon the windscreen fills with sky, then the nose slices through the horizon. I have to consciously release and then push forward some on the yoke to get the dive going, and then coordinated roll in to the next turn.
Both are fun maneuvers that would be good for thrill seeking passengers -- such as my son!
After practicing those for a while and Pete demonstrating a few techniques, we headed over to the new highway for 8s on pylons. The key to these is establishing the pivotal altitude, which is a function of groundspeed. We determined 110 KIAS would be best speed, got set up at a 45, and tried it. It was my first time so I was still getting the connection between yoke and view of the object, but soon had it down. It's a pretty neat maneuver, and would have lots of applicability to CAP flying.
All the swooping and turning worked a number on my insides -- the first time in a long time I've felt even marginally ill in an airplane.
We landed on 14 after I completely misjudged the winds and would not have made it to the runway in a power off landing -- oops. Need to practice that on this runway too.
Overall it was a good flying session -- the airplane flew fine and everything is n order (paperwork, etc).
I have a the practical test scheduled for Monday but the weather looks iffy.
As expected there was some buffeting after the gear came up. I started turning left (north) as soon as we were 600' AGL -- otherwise the ridge gets close very soon.
Once west of the ridge and above 3500' MSL (1700 AGL) the air smoothed. We started out with some chandelles. The best power, attitude, and configuration for the A36 is 2300 RPM, 17" MP to maintain 120 KIAS in straight and level flight (131 is Va at gross), flaps up, gear in.
At this PAC, the 30 degree bank is immediately established and the pitch rolled in steadily. 3 more inches MP and then the 90 degree turn comes quick this way. Then the bank is steadily released until the horn starts to blare. Yesterday we saw a 600' altitude gain with this PAC and technique.
Pete demonstrated a couple with a bit faster control inputs -- Quite the thrill ride.
Next we flew Lazy 8s. These were much more difficult when I started flying them in the 172. The key is to make the control inputs swift and steady -- the airplane will just about fly the maneuver on its own once pointed in the right direction. So same power setting (2300/ 17-18'), straight and level at 120 KIAS, then smooth application of increasing pitch and bank. The key is crisp application of controls to get the airplane into the proper attitude while it still has energy.
Very soon the windscreen fills with sky, then the nose slices through the horizon. I have to consciously release and then push forward some on the yoke to get the dive going, and then coordinated roll in to the next turn.
Both are fun maneuvers that would be good for thrill seeking passengers -- such as my son!
After practicing those for a while and Pete demonstrating a few techniques, we headed over to the new highway for 8s on pylons. The key to these is establishing the pivotal altitude, which is a function of groundspeed. We determined 110 KIAS would be best speed, got set up at a 45, and tried it. It was my first time so I was still getting the connection between yoke and view of the object, but soon had it down. It's a pretty neat maneuver, and would have lots of applicability to CAP flying.
All the swooping and turning worked a number on my insides -- the first time in a long time I've felt even marginally ill in an airplane.
We landed on 14 after I completely misjudged the winds and would not have made it to the runway in a power off landing -- oops. Need to practice that on this runway too.
Overall it was a good flying session -- the airplane flew fine and everything is n order (paperwork, etc).
I have a the practical test scheduled for Monday but the weather looks iffy.
Thursday, January 10, 2008
Three Night Stop and Gos in the V (9 JAN 08)
Arrived at the airport just before sunset last night. Nathaniel was going to help me retrieve John's car from the hangar. The wind had died down and after checking on 2714V I did a full preflight and decided we'd take her for a few turns around the airport.
N2714V is serial number D-90, a straight model 35 with the E-185-1 engine and Beech electric prop. The panel needs serious work, and the interior can use a face lift, but overall this is one fun airplane.
I decided to practice short field takeoffs and landings tonight while I tested out the V after a month of hangar sitting. She started on the second turn of the prop, and I sat at 1000 RPM for a while and watched the gauges.
Everything looked good, so we taxied over to 26. The airport was quiet tonight. The only other traffic was a Cessna twin that rolled on behind us and took off for AFJ.
I rolled onto the runway, came to a complete stop, held the brakes, fed in full throttle, and watched the gauges -- all good. Everything sounded right and felt normal, so brakes released and we're rolling.
I've been flying the A36 exclusively the past month, so I wasn't quite prepared for how quickly the V is ready to fly. In no time we were at 70 MPH. Steady pressure back on the yoke and we rotate, there's the briefest of moments in ground effect, and we maintain the 15 degree nose up to maintain 80 MPH (78 is Vx).
We were 100' AGL before the 1500' mark.
I didn't raise the gear as we were staying in the pattern. With the gear down at Vy (100 MPH) we were still climbing in excess of 1200' FPM. Not bad with me (190), Nathaniel (160), and a full load of fuel on board.
At 800' AGL I slowly reduced MP to 20". Since this is an electric prop the RPMs reduced to about 2000 with the MP drop.
A bit of a wind here so I made a 180 to turn onto downwind. The sky was still lit from the sunset -- a beautiful night to fly.
Level off at 2200' and reduce the power to keep level at 95 MPH. Trim and wait for the threshold to slide by. Reduce MP to 15", trim for 80 and drop full flaps. I used to use partial flaps on downwind in this airplane, but since there is no detent it is a pain to hold the switch down and count to 15. Last night I realized that dropping full flaps doesn't result in much pitch change, while making the descent rate predictable all the way around.
Since there is a wind I turn in a bit sooner to base. ASOS is reporting 270 @ 5, but at 1000' AGL it must be closer to 20.
I trim again to maintain 80. I'm still learning the slow flight characteristics of this airplane, so next time I'll try 70 MPH (flaps down stall speed is 47, flaps up is 58, so 1.3 x Vso = 61 with flaps, 76 no flaps), but I didn't want to experiment with a passenger on board.
I needed a touch of power to maintain glide slope on final after reducing power to 13" MP on base. The wind was steady on the nose. I aimed for the numbers and we touched down just beyond them. I avoided the nose high attitude I'd placed the airplane in on previous full flap landings and it worked much better. Forward visibility was more than adequate and controllability perfect. We touched down gently and rolled to the second taxiway exit, which on this airport is 1500' down the runway.
I taxied back, took off again, with near the same results on takeoff. The landing was even better with the power set to 14" MP all the way down base and final.
By the third takeoff it was completely dark. Twilight was past and the winds kicked up some. There was a bit of buffeting about 500' AGL, and then smooth again. The landing was even shorter this time, with no braking required to roll onto the second taxiway.
This is truly an amazing airplane -- 61 years old and still going strong!
N2714V is serial number D-90, a straight model 35 with the E-185-1 engine and Beech electric prop. The panel needs serious work, and the interior can use a face lift, but overall this is one fun airplane.
I decided to practice short field takeoffs and landings tonight while I tested out the V after a month of hangar sitting. She started on the second turn of the prop, and I sat at 1000 RPM for a while and watched the gauges.
Everything looked good, so we taxied over to 26. The airport was quiet tonight. The only other traffic was a Cessna twin that rolled on behind us and took off for AFJ.
I rolled onto the runway, came to a complete stop, held the brakes, fed in full throttle, and watched the gauges -- all good. Everything sounded right and felt normal, so brakes released and we're rolling.
I've been flying the A36 exclusively the past month, so I wasn't quite prepared for how quickly the V is ready to fly. In no time we were at 70 MPH. Steady pressure back on the yoke and we rotate, there's the briefest of moments in ground effect, and we maintain the 15 degree nose up to maintain 80 MPH (78 is Vx).
We were 100' AGL before the 1500' mark.
I didn't raise the gear as we were staying in the pattern. With the gear down at Vy (100 MPH) we were still climbing in excess of 1200' FPM. Not bad with me (190), Nathaniel (160), and a full load of fuel on board.
At 800' AGL I slowly reduced MP to 20". Since this is an electric prop the RPMs reduced to about 2000 with the MP drop.
A bit of a wind here so I made a 180 to turn onto downwind. The sky was still lit from the sunset -- a beautiful night to fly.
Level off at 2200' and reduce the power to keep level at 95 MPH. Trim and wait for the threshold to slide by. Reduce MP to 15", trim for 80 and drop full flaps. I used to use partial flaps on downwind in this airplane, but since there is no detent it is a pain to hold the switch down and count to 15. Last night I realized that dropping full flaps doesn't result in much pitch change, while making the descent rate predictable all the way around.
Since there is a wind I turn in a bit sooner to base. ASOS is reporting 270 @ 5, but at 1000' AGL it must be closer to 20.
I trim again to maintain 80. I'm still learning the slow flight characteristics of this airplane, so next time I'll try 70 MPH (flaps down stall speed is 47, flaps up is 58, so 1.3 x Vso = 61 with flaps, 76 no flaps), but I didn't want to experiment with a passenger on board.
I needed a touch of power to maintain glide slope on final after reducing power to 13" MP on base. The wind was steady on the nose. I aimed for the numbers and we touched down just beyond them. I avoided the nose high attitude I'd placed the airplane in on previous full flap landings and it worked much better. Forward visibility was more than adequate and controllability perfect. We touched down gently and rolled to the second taxiway exit, which on this airport is 1500' down the runway.
I taxied back, took off again, with near the same results on takeoff. The landing was even better with the power set to 14" MP all the way down base and final.
By the third takeoff it was completely dark. Twilight was past and the winds kicked up some. There was a bit of buffeting about 500' AGL, and then smooth again. The landing was even shorter this time, with no braking required to roll onto the second taxiway.
This is truly an amazing airplane -- 61 years old and still going strong!
Friday, January 4, 2008
Night XC (4 Jan 08)
Today we flew from VVS to MGY (Dayton- Wright Brothers, OH) so Bill could look at an airplane. Pete came along in the right seat so I could log the required 2 hours XC dual towards the Commercial.
The flight to MGY took a while, as we were seeing 40-50 kt headwinds right on the nose. Our ground speed hovered around 115 while we were showing 145 KIAS at 8000.
I used the GPS 20 approach into MGY which added some fun. The headwinds didn't diminish much and with the gear and flaps down it took forever to get to the runway. A nice gentle touchdown despite the strong, gusty winds.
We taxiied to the FBO, shut down, and called ATC to straight out a miscommunication.
After Bill looked at the airplane, we hoped back in and headed east. It was fully dark by then (1900 EST). Cleared Direct to APE, and then to CTW, we flew right over Columbus. The miles ticked by even though I was set to 55% power. We were making 186 kts ground speed while indicating 145 -- not bad for 12 GPH!
Despite the winds, the ride was fairly smooth all the way to Wheeling. We asked for (and received) routing over downtown Pittsburgh for sightseeing at 3000' MSL (about 1500' AGL in this area).
It was a great night for sightseeing -- clear, and the air smooth. We made a few circles around downtown then headed south. The airspace is busy with AGC and PIT nearby, but we stayed at 3000 punched direct VVS into the GPS.
The landing at VVS was smooth, despite some strong winds 1000' AGL (AWOS reported straight down the runway at 5 kts).
One more flight to go over maneuvers and Commercial Practical is next!
Yay!
The flight to MGY took a while, as we were seeing 40-50 kt headwinds right on the nose. Our ground speed hovered around 115 while we were showing 145 KIAS at 8000.
I used the GPS 20 approach into MGY which added some fun. The headwinds didn't diminish much and with the gear and flaps down it took forever to get to the runway. A nice gentle touchdown despite the strong, gusty winds.
We taxiied to the FBO, shut down, and called ATC to straight out a miscommunication.
After Bill looked at the airplane, we hoped back in and headed east. It was fully dark by then (1900 EST). Cleared Direct to APE, and then to CTW, we flew right over Columbus. The miles ticked by even though I was set to 55% power. We were making 186 kts ground speed while indicating 145 -- not bad for 12 GPH!
Despite the winds, the ride was fairly smooth all the way to Wheeling. We asked for (and received) routing over downtown Pittsburgh for sightseeing at 3000' MSL (about 1500' AGL in this area).
It was a great night for sightseeing -- clear, and the air smooth. We made a few circles around downtown then headed south. The airspace is busy with AGC and PIT nearby, but we stayed at 3000 punched direct VVS into the GPS.
The landing at VVS was smooth, despite some strong winds 1000' AGL (AWOS reported straight down the runway at 5 kts).
One more flight to go over maneuvers and Commercial Practical is next!
Yay!
Subscribe to:
Posts (Atom)