All Day Flying (March 29, 2008)

I was sure there would be plenty of pilots out flying today as we finally had the perfect combination -- Good weather on a Saturday.

I prefer avoiding weekend flying as the airspace is busy and there's always something to do at home, but the family drove east to visit my oldest daughter and I was pet and house sitting so I had to take advantage of the opportunity.

I waited until noon to fly the A36 up to FWQ so it would be over 40 degrees. The flight there was uneventful and the landing at FWQ flawless.

I met Larry at the airport restaurant and we went over my 8710 and the items I should prepare.

Then we pulled the C172E out of the hangar and stayed in the pattern for landing practice.

My soft and short field takeoffs are perfect, but for some reason I just could not get the airplane into a good approach configuration on downwind. When i thought I figured it out (1500 RPM, carb heat on, 10 degrees flaps, 500 FPM descent rate), we'd catch some left from the ridge.

Anyway, we had about 8 touch and goes and three weren't flawless. One I nearly let the airplane ground loop by relaxing the x-wind correction too early -- dumb, dumb, dumb.

I'm not a big fan of that airplane -- the controls feel -- sloppy. We had some radio issues (stuck mike, etc) and I think the generator isn't working properly.

Sooo... I'll try to have the CAP airplane available for the t/o and landing segments.

Although... I found this gem on the FAA website:

5-78 DUAL CONTROLS IN A PRACTICAL TEST OR FLIGHT TESTING. This guidance concerns the intent of “dual controls” as it applies to civil aircraft being used for either flight instruction or practical tests, in accordance with 14 CFR part 91, § 91.109.
A. Neither previous nor current part 61, § 61.45 nor § 91.109 have listed brakes as “required control” in a civil aircraft when used for either flight instruction or a practical test.
B. The FAA has held that both flight instruction and practical tests may be conducted in an airplane without dual brakes when the instructor/examiner determines that the instruction or practical test, as applicable, can be conducted safely in the aircraft. Further, numerous makes and models of both single- and multiengine civil aircraft not equipped with two sets of brakes or a central handbrake have been used to provide flight instruction required for virtually all certificate and rating areas authorized under part 61.
C. The FAA has responded to a request for an interpretation of the requirement for brakes on the right side to be equal to the brakes on the left. The policy is that the brakes on the right side do not have to be a duplicate or equal to the brakes on the left side.
1) Section 91.109(a) states, in part, that no person may operate a civil aircraft that is being used for flight instruction unless that aircraft has fully functioning dual controls.
2) Title 14 CFR part 141, § 141.39(d) provides that each aircraft used in flight training must have at least two pilot stations with engine power controls that can be easily reached and operated in a normal manner from both pilot stations.
3) Section 61.45(b)(1)(i) provides that an aircraft used for a practical test must have the equipment for each area of operation required for the practical test. For example, an examiner may conduct a flight instructor practical test with an applicant in the right seat without brakes on that side. If a task requires the applicant to use the brakes, he or she may either switch seats with the examiner to perform the task or ask the examiner to apply and release the brakes at the applicant’s request.
4) Section 61.45(c) provides that an aircraft (other than lighter-than-air aircraft) used for a practical test must have engine power controls and flight controls that are easily reached and operated in a conventional manner by both pilots, unless the examiner determines that the practical test can be safely conducted in the aircraft without the controls within easy reach.
5) Dual brakes are not a requirement in §§ 91.109(a), 141.39(d), and 61.45(b)(1)(i) and (c).

So, I might be able to take the entire CFI flight test in the A36 -- a Very Good Thing.

After the pattern session we switched to the A36. We did:

• Steep turns (all fine -- start at 120 KIAS at 18" MAP, 2300 RPM, upon rolling into the bank add 2" MAP and one throw of up trim),

• Chandelles (18" MAP, 2300 RPM, 30 degrees bank then get pitch attitude to 15 degrees up by 90 degree point -- hold it on roll out of bank and listen for stall horn), and

• Lazy 8s (enter at 120 KIAS with 17" MAP, 2300 RPM, slowly roll to 15 degrees bank, 15 degrees up by 45 degree point, then let nose descend though the horizon as bank increases to 30 momentarily at the exact same point, roll back to 15 degrees and decrease pitch to 15 degrees down by 135 point, then slowly bring pitch back to 0 as roll is set back to 0).

Also some steep spirals and a landing at MGW to drop off CAP papers.

After the return to FWQ I filled up the C172 with fuel and then flew the A36 back to VVS after dark, where I logged one night t/o and landing.

The comms seem weak so I'll need to have that looked at soon.

Final Tune Up (21 March 2008)

Today we flew the A36 2.1 hours for the final check before the CFI checkride.

I flew from VVS to FWQ and there was a thin layer of clouds at about 2000' AGL as I flew north to FWQ. I used the short field landing technique there and didn't need the brakes to make it to the tie down spot.

We talked for a while in the restaurant then headed out to the airplane. We flew over to "Lazy 8 Alley" near AFJ, where smokestacks make perfect reference points for the 90, 180, and 135 degree points.


I did some clearing turns and then a chandelle -- they were nearly flawless with MAP at 18", 2300 RPM, and a steady back pressure to maintain about 13 degrees pitch up.

Then onto Lazy 8s. The hardest part is being patient and not rushing the maneuver. With 17" MAP, 2300 RPM, 122+/- KIAS entry speed, there's a very slow gradual pitch up and increasing bank. The AFH says that at the 45 degree point the airplane should be in maximum pitch up (about 10 degrees in this PAC) with a 15 degree bank.

The bank angle does not reach 30 degrees until at the 90 degree point while the nose is falling through the horizon and the airspeed is lowest. So the rate of roll is very slow -- 15 degrees of bank while applying 10 degrees pitch up, then slowly release the pitch up back pressure while rolling the additional 15 degrees.

Reverse the procedure after the 90 degree point -- gradually decrease pitch while taking out no more than 15 degrees of bank to the 135 degree point. From 135 to 180 pitch down 10 degrees, roll out from 15 degree bank to level momentarily and then head in the other direction.

I practiced a few of these, then took a break and did some steep turns. Using trim help tremendously. I entered at 18" MAP, 2300 RPM, rolling into the turn I gave one 1/4 turn of trim and increased power to 20". That seemed to do the trick as airspeed, attitude, and altitude remained within tolerances.

After a few of those back for a few more lazy 8s. These were better with only slight corrections needed here and there.

Then I searched for some pylons -- found a cell tower and a mine building and used those. The 8s on pylons were a bit of a challenge as the surface winds were light but convection was increasing. I kept the airspeed around 105-110 which made the manuever rather simple.

Then over to AFJ fro some touch and go practice. There was a Cherokee doing 747 patterns, but except for one a bit too slow short field landings they were better. The right seat proficiency is coming along.

Then back to FWQ for a fairly nice landing -- straight, gentle, stall horn, centerline.

After lunch I flew back to VVS. I executed a perfect short field landing on 32, but of course that was from the left seat.

So now I'm completely signed off and will just practice until the test!

Long Day of CFI Train Up (17 MAR 08)

Today was absolutely beautiful, so another personal day and on to the airport...

I flew the A36 to FWQ after a 20 minute pre-heat (it was 28 degrees at 930 AM). It was fairly smooth at 3000', which was a nice change from the flying weather the past few months.

After arrival at FWQ, Larry hopped into the left seat and we took off for some Lazy 8, Chandelle, Steep Turn, and other practice. The chandelles went well with only a few minor quibbles, but otherwise the stall buzzer was on at the 170 point and on to the 180 point. 14 degrees up seems the magic number at 18" MAP (120 KIAS entry speed).

Then some steep turns. Left turns were smoother than right, but within Comm tolerances.

Then some Lazy 8s south of Washington, PA where there were perfect 90, 135, and 180 reference points on the horizon. The Lazy 8s were much better today, with only a few minor points, but overall a good set.

We flew to AGC where I practiced some touch and goes. For some reason I couldn't get the short field approach down -- I think it was becasue I wasn't sure what we were doing. I should have been more focused. We did 3 touch and goes at AGC then heded to FWQ for a few more stop and gos, including power off 180.

the winds at 1000' AGL were a bit stronger than I thought, so I came up short and had to add power.

After landing we headed to lunch. After a hamburger and cake, we headed back to FWQ and pulled out the 172E for spin training.

Today was much easier with no anxiety. I knew wht to expect and we did several spins. Those to the right would not snap like those to the left. The cross-control stall was a very quick transition to a right spin --impressive!

Then a landing at FWQ. I took the A36 back to VVS solo. I was pretty beat so I dint practice.

The landing at VVS was flawless.


So today I have my spin endorsement! We'll try to schedule the FAA for the appointment and then schedule one more pre-ride before the test.

I feel ready!

Spin Training! (13 March 2008)

Finally -- a day clear enough to show the horizon. Only problem were winds were 240 16G26. Not a great day to be flying an underpowered C172E (145HP).

We launched anyway and it was fun trying to maintain heading and altitude, but eventually we crept up to 6000 feet where the turbulence was light and transitory. The winds were steadily increasing as the day went on so we were trying to get the flight in before things got too uncomfortable.

I did a couple of power off stalls while holding the yoke all the way back. It made for some prolonged mushing and use of aileron to keep the wings level (this was different).

Afetr a few of those Larry demonstrated a spin to the left. It was a bit disorienting as the airplane went from nose up to (apparently) corkscrewing straight down. It wasn't a full-blown spin, so I did the next one and pulled all the way back and kicked left rudder at the top of the stall. Suddenly we were in a spin (we appeared to be inverted for a moment). The only disconcerting feeling was the 2+ G pull up -- but the airplane is strong and handled it all with aplomb.

We did two more and then my stomach decided it was enough so we headed back (constant allergy-induced sinus pressure and drainage isn't helping).

It was good to finally get that done. We're going to go out and do a few more next time, but now that I know what to expect it's somewhat a non-event, especially in the 172 with the front seats filled. The plane is nose heavy and stable and has predictable responses. By the second spin I was able to give right rudder and almost immediately stop the spin. The dive was actually the strange expereince with the ground rushing up as the airspeed quickly built up.

So now I'm looking forward to the next session and get the endorsement.

We should need one more session in the A36 and then I'll need a few solo practice sessions and I'll be ready to test!

CFI Dual (12 March 2008)

We had another decent afternoon forecast, but the downside was gusty winds. Nothing too difficult, but not ideal for flying the 172E or doing spins.

So I flew the A36 from VVS to FWQ under a 3000' ceiling. It was very hazy, though still VFR (about 5-7 miles vis under the overcast).

It was bumpy, but in the wave rolling way. I landed in the 8 to 16 Knot, varying from 240-320 wind on 26 with a gentle chirp (I can land this airplane! Just have to continue the transfer over to the right seat).

I fueled up and then tied it down on the ramp.

Larry and I went into the airport restaurant where we discussed students,training, CFI check ride expectations, etc while we waited for the overcast to dissipate.

By 1230 the sun was shining above and though there was still a broken layer to the north, I decided we would have success finding a hole if we flew south.

By now the wind was blowing steadily and it felt very cold out. After engine start I treated Larry as a brand new student and talked and demonstrated him through the taxi, pre-takeoff checks, and the takeoff.

We climbed to about 3500. the layers was right above but I could see clearing to the south. It was bumpy and maintaining straight and level and altitude took some work.

I found a nice big hole and we circled up through it. Soon we were on top and the sky above was smooth and beautifully clear. It was nice to see the sun unfiltered by haze or clouds!

We practiced Lazy 8s and chandelles. The Lazy 8s were tough as there were no clear reference points, so it was mostly and instrument lazy 8 -- not the ideal. But I got the hang of the roll rate and the pitch attitudes.

Soon we were at 11,000, so I spiraled down to dissipate some of the excess altitude.

I worked on steep turns, which were harder then I remembered as I had no trim wheel. I'm still trying to find the spot to jam my right elbow in. I'll need to practice those a couple of more times.

After 90 minutes we started heading back. Larry pulled the power and I pitched for best glide and talked through the engine start checklist. I took a little long explaining what I would do, but said I knew how to instinctively switch tanks, push mixture to full rich, throttle forward, and then check mags.

I took us pretty low where we would have made a field (about 500' AGL).

We headed bcak through the bumpy air to FWQ. I was a bit high and fast entering the pattern, but dissipated the energy and made a fairly good landing on 26 after adjusting for my overshot turn from base to final.

We debriefed a while, and then I climbed back into the A36 and flew solo back to VVS. It was another bumpy ride with poor visibility. I did a few S turns approaching VVS and then did a textbook short field landing on 31. I could have stopped long before the 1/2 way point but let it roll to the taxiway exit.

Overall a very good day's practice. I need a couple of more flights in the right seat, but should be ready soon.

We will try to get spin training in soon (today?)

CFI Training (Finally!) 6 March 2008

We had a short break in the weather today so I met Larry at FWQ where we extracted the C172E (145 HP Continental) from the hangar. The primer was stuck, but some power lifting got it unstuck. In the fourth try she fired up in that not-so-eager, maybe-I'll-get-there manner of this particular engine.

The winds were light but steady at 10 knots or so. We taxiied down the runway but I noticed that right rudder wasn't as effective as left, no matter which way the wind blew across the airframe.

After a nice long warm up and engine run-up, we took to the active. I was flying from the right seat and we took off into the somewhat hazy, 3000' overcast sky.

The airplane actually flew predictably (for a 172) and the engine loped along. We looked for clearing to climb above the layer but I decided it was a sucker hole and we would just stay below and practice take offs and landings.

On the way back we did some slow flight and stalls. The 172 behaved as expected, with a very gentle break in power on or off. Larry demonstrated how the airplane behaved if a stall was not broken and the stick held all the way back. We mushed and sank but no disaster.

The take off and landing series was interesting. The winds were from the left and so kicking out a crab or maintaining a wing low was nigh impossible given the limited right rudder travel. On most landings I had right rudder in all the way to the stop.

We did a few and then decided to call it a day in this one. We had lunch and soon the sky was clearing, with a haze layer and some high clouds the only obstruction.
We drove over to VVS, pulled out the A36, and after another nice long run-up, took to the sky.

The air was unsettled -- not really turbulent -- but not smooth. I climbed to 4000' were we worked on Lazy and not so lazy 8s (Larry demonstrated a wingover -- neat!)

I didn;t have the PTS handy so we weren't sure about some of the standards for the Lazy 8 (I dug the references up and will have them next flight).

A few chandelles and then some steep spirals to lose altitude.

We headed back to the field and practiced a few landings on 31 (3000' long with a displaced threshold).

I was far from sharp today, but part of it was rust form not having flown the A36 in a while.

Shift in Focus

I've been doing some ground school with a local student pilot to help him along while I practice teaching in this context. While there are similarities between classroom teaching and flight training, there are many differences.

Chief among these is the direct correlation between success and survival. The key in primary flight training is to provide enough information, but not so much that the student cannot see the critical data and develop a framework upon which to hang progressive addition of knowledge.

This winnowing down of important information will the the biggest challenge for me, I think. So far the focus of preparation and training is to collect and know all sorts of content, and then give evidence of that knowledge to an examiner. While there will still be the "prove to me you know this stuff" component of the CFI oral, the gear shifting will happen when the Examiner becomes the student.

V Tail Problems

The '47 V has an electrical issue (see previous post about loss of all electric power). It may be the alternator ($$$$) or -- hopefully -- may be the voltage regulator.

We'll have the IA test it and let me know.

I'd like to have it up and flying as soon as the weather breaks!

Some Solo Practice (3/3/08)

Today I flew the CAP 172 for 1.6 hours. The wind was steadily picking up and the air was bumpy under 1500' AGL.

I decided to work on Chandelles, Lazy 8s, and Steep turns up around 4500' today. I flew from the left seat but the practice will transfer. I wasn't solid on Lazy 8s before, so the practice was good. After a while they were more symmetrical, though still not perfect.

The chandelles were ok. Steep turns were solid.

I'll need to practice some more so I'll schedule the CAP plane again soon.

The flight back took a while -- the groundspeed was about 45 Knots, as the winds at 3000 were near 40 knots. I intercepted the ILS 18 and flew that down to a gentle touchdown, in spite of the gusting winds coming at 30 degrees from the right.

9.9 gallons for 1.6 hours flight time -- not bad!