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).
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.
No comments:
Post a Comment
Thank you for taking the time to comment!