Wednesday, May 31, 2006
I can teach twins
"You fly very well, and that xwind landing was very nicely done", said the examiner as he typed up my new temporary airmans certificate. I am officially licensed to teach students in multi engine aircraft. Just the next step in this venture of mine.
The checkride wasnt bad. Started off with about a 2 hour oral exam, and then we went flying. We went out over the Atlantic for some airwork, then over to Vero Beach for some landings. All in all it was about a 4 hour ordeal with about a 1.1 hr flight. The icing on the cake was the return to Ft. Pierce. Winds were 040 at 15gusting 20. We landed runway 9 so we had a 50 degree xwind component. It was probably the best xwind landing Ive ever pulled off. I think I really impressed the examiner.
Then it was off on a x-c up to Tallahassee FL in the Duchess. A nice evening flight up there and then a night flight back. I flew the first leg up, and we got the visual approach to runway 36. The way home was Adams leg. I was tired, and sat there staring out the window for traffic. A bright star caught my eye. It stood out from all the rest. Mixed in with the various constellations a bright star stood out, shining down on me. Perhaps it was a planet; it certainly wasnt the north star as we were headed south. Maybe it was just a bright star.......or maybe it was a sign that there might be someone from above looking down and taking care of us.
I cant help to think that perhaps that star was David's way of communicating to me that he was there. It was almost as though I could feel his presence in the back seat of that beat up old twin engine airplane. I had a patch with his name and number on it(ktown team made them for their rugby shorts) in my pocket, and have been flying with it all week in my bag. Dave was with me on my checkride today, and he helped me to fly better than Ive flown ever.
As I sat there and thought good thoughts about the day I had just enjoyed on this earth and in the air, and found comfort in the thought that Dave was with me, I looked forward to my future and imagined where my life will take me. Will I end up in the left seat of a 777 some day, or perhaps I will end up in corporate and charter aviation. Whatever or wherever I end up, I will enjoy the journey that is going to take me there. My training for a career in aviation has been amazing, and the people Ive met and things and places Ive seen from the air have left a lasting impression on me that I will never lose.
Tomorrow morning I have an 8 am departure to Key west. We are going VFR and plan to fly the coast at 500 feet. Ill try to get some pics that actually post this time. For some reason I couldnt get the last batch to post.
Instrument instructor checkride is next week.
The checkride wasnt bad. Started off with about a 2 hour oral exam, and then we went flying. We went out over the Atlantic for some airwork, then over to Vero Beach for some landings. All in all it was about a 4 hour ordeal with about a 1.1 hr flight. The icing on the cake was the return to Ft. Pierce. Winds were 040 at 15gusting 20. We landed runway 9 so we had a 50 degree xwind component. It was probably the best xwind landing Ive ever pulled off. I think I really impressed the examiner.
Then it was off on a x-c up to Tallahassee FL in the Duchess. A nice evening flight up there and then a night flight back. I flew the first leg up, and we got the visual approach to runway 36. The way home was Adams leg. I was tired, and sat there staring out the window for traffic. A bright star caught my eye. It stood out from all the rest. Mixed in with the various constellations a bright star stood out, shining down on me. Perhaps it was a planet; it certainly wasnt the north star as we were headed south. Maybe it was just a bright star.......or maybe it was a sign that there might be someone from above looking down and taking care of us.
I cant help to think that perhaps that star was David's way of communicating to me that he was there. It was almost as though I could feel his presence in the back seat of that beat up old twin engine airplane. I had a patch with his name and number on it(ktown team made them for their rugby shorts) in my pocket, and have been flying with it all week in my bag. Dave was with me on my checkride today, and he helped me to fly better than Ive flown ever.
As I sat there and thought good thoughts about the day I had just enjoyed on this earth and in the air, and found comfort in the thought that Dave was with me, I looked forward to my future and imagined where my life will take me. Will I end up in the left seat of a 777 some day, or perhaps I will end up in corporate and charter aviation. Whatever or wherever I end up, I will enjoy the journey that is going to take me there. My training for a career in aviation has been amazing, and the people Ive met and things and places Ive seen from the air have left a lasting impression on me that I will never lose.
Tomorrow morning I have an 8 am departure to Key west. We are going VFR and plan to fly the coast at 500 feet. Ill try to get some pics that actually post this time. For some reason I couldnt get the last batch to post.
Instrument instructor checkride is next week.
Tuesday, May 30, 2006
Space Coast express
For the second time in as many flights I flew to Key West international. Yesterday morning we climbed into the Beech Duchess for a 4 hour round trip and and airport hamburger in Key West. The flight down was nice. We filed for victor airway 3 which goes overhead Miami international. ATC wanted no part of that and sent us direct to Key west almost immediately to keep us west of Miami approach's airspace. We flew at 8000 ft right over Lake Okkachobee(sp?) and then out over the Gulf of Mexico for a visual approach to runway 9 at Key West. The leg home was my leg and we climbed to 11000 ft to try to get over some build-ups west of miami. We ended up penetrating several buildups and got bounced around a bit. Miami arrivals were coming overhead at 13000 on the downwind to Miami international. Saw a 757, and a bunch of southwest 737 aircraft......you are now free to move about the country.
The evening flight was kick a$$. we flew up Victor 3 to Daytona beach....right over the airport and the speedway, then east on a victor airway that sent us about 8 miles off shore. We had a nice haze layer and little or no horizon so it was a good instrument flight. We passed abeam Kennedy space center and got a look at the Vehicle Assembly building and the launch pads. The arrival into Savannah was awesome. We were vectored onto a right base for runway 9, then cleared for the visual into the Savannah airport. The leg back was mine, and again we were bounced around in some cloud buildups. Radar vectors to the ils runway 9 at fort pierce concluded a 5.7 hour flight.
Today is my multi engine instructor checkride. I am nervous about the oral, but I think I will be fine. The flight should be a more fun learning experience than anything else. Here is a pic from the final into runway 9 at Key West. Enjoy....
The evening flight was kick a$$. we flew up Victor 3 to Daytona beach....right over the airport and the speedway, then east on a victor airway that sent us about 8 miles off shore. We had a nice haze layer and little or no horizon so it was a good instrument flight. We passed abeam Kennedy space center and got a look at the Vehicle Assembly building and the launch pads. The arrival into Savannah was awesome. We were vectored onto a right base for runway 9, then cleared for the visual into the Savannah airport. The leg back was mine, and again we were bounced around in some cloud buildups. Radar vectors to the ils runway 9 at fort pierce concluded a 5.7 hour flight.
Today is my multi engine instructor checkride. I am nervous about the oral, but I think I will be fine. The flight should be a more fun learning experience than anything else. Here is a pic from the final into runway 9 at Key West. Enjoy....
Saturday, May 27, 2006
Free light show
"66366, miami center squawk 3014, turn right heading 360 to join victor 3 northbound..." was all I heard as we departed Ft Pierce last night and was met with a tremendous light show at our 12:00 and 20 miles over the Melbourne VOR. Miami Center informed us of an area of severe to extreme weather over the airway we were to fly. I replied with...."roger that center, we are looking at it.....we'd like to go gps direct to a fix and then on to gainesville for an approach and then to jacksonville Craig municipal for a full stop." This took us west of the storm and gave us a great show as it passed us off the right wing.
Lat night was my first timebuilding flight in the Duchess--BE76. What a sweet airplane. We went to Gainesville for the ILS and low approach, then we went to JAX-Craig(kcrg) for the vor rwy 14 approach. Then on departure from CRG we picked up clearance and shot approaches at Daytona, Titusville, melbourne, Vero beach, and then back at Ft pierce. It was a hell of a night. Even had a door pop open on our takeoff roll from ft pierce. My door----unnerving to say the least and resulted in an aborted takeoff. 5.1 hours total in the airplane....today is a day trip...probably to Key west, and then maybe back up for Fuel and then north to shoot approaches at Titusville-Space coast so i can get a look at Kennedy Space center.
My MEI checkride is scheduled for Tuesday. I still have a written to take for the CFII(instrument instructor) and most likely the checkride for that around June 7 or so. Anyways, I feel absolutely comfortable in the new airplane now. It was tough for about the first 2 hours, but I got the hang of it pretty quickly. The Duchess is a very forgiving twin, and flies great on one engine.....is a breeze to land as well.
Lat night was my first timebuilding flight in the Duchess--BE76. What a sweet airplane. We went to Gainesville for the ILS and low approach, then we went to JAX-Craig(kcrg) for the vor rwy 14 approach. Then on departure from CRG we picked up clearance and shot approaches at Daytona, Titusville, melbourne, Vero beach, and then back at Ft pierce. It was a hell of a night. Even had a door pop open on our takeoff roll from ft pierce. My door----unnerving to say the least and resulted in an aborted takeoff. 5.1 hours total in the airplane....today is a day trip...probably to Key west, and then maybe back up for Fuel and then north to shoot approaches at Titusville-Space coast so i can get a look at Kennedy Space center.
My MEI checkride is scheduled for Tuesday. I still have a written to take for the CFII(instrument instructor) and most likely the checkride for that around June 7 or so. Anyways, I feel absolutely comfortable in the new airplane now. It was tough for about the first 2 hours, but I got the hang of it pretty quickly. The Duchess is a very forgiving twin, and flies great on one engine.....is a breeze to land as well.
Thursday, May 18, 2006
And then there was 600
Yesterday I hit 600 hours in airplanes. Seems like I was just posting that I passed 500. The hours are adding up quickly. My students are progressing. Im having a blast. Ive got my guys landing the airplane now safely, and some smoother than others. This is by far the most rewarding job I have ever had. I leave Monday for FL. I will try to post some pics from FL when I get down there.
Wednesday, May 03, 2006
Pattern A
"Ok, Larry, today we stay at home and work the traffic pattern." Larry was excited and very eager as I sent him next door to file a flight plan with flight service. We walked out to the airplane after I explained the traffic pattern to him.
"Larry, downwind power setting is 2000 rpm, 100 knots and 1200 feet. Abeam the numbers we bring the power back to 1700 and put in 10 degrees of flaps below 110 knots. when the runway is 45 degrees off our landing gear we turn our base and put in another notch of flaps....20 degrees. We leave the power in and let the flaps slow us down. On the base I like 80 knots and as we turn final, last notch of flaps and then power as needed to maintain 65 knots and a stabilized approach to the runway....this is where all good landings begin."
Larry was doing great. We took off nicely, he maintained Vy(best rate of climb) until 1200 feet. He pushed the nose over and leveled off, accelerated to 100 knots then brought the power back to 2000 rpm. he flew a nice pattern but it still left something to be desired in the flare.
Larry and I flew about 10 patterns and he had 2 decent safe landings...the rest were either assisted by yours truly or were complete scheauwwws. anyways, for his first real pattern work i was happy at the overall effort. his patterns were square, his descents stabilized and procedures were good. I am sure the flare will come in due time. hes flying with a different instructor this weekend as I will be out of town, so hopefully that will help him.
"Larry, downwind power setting is 2000 rpm, 100 knots and 1200 feet. Abeam the numbers we bring the power back to 1700 and put in 10 degrees of flaps below 110 knots. when the runway is 45 degrees off our landing gear we turn our base and put in another notch of flaps....20 degrees. We leave the power in and let the flaps slow us down. On the base I like 80 knots and as we turn final, last notch of flaps and then power as needed to maintain 65 knots and a stabilized approach to the runway....this is where all good landings begin."
Larry was doing great. We took off nicely, he maintained Vy(best rate of climb) until 1200 feet. He pushed the nose over and leveled off, accelerated to 100 knots then brought the power back to 2000 rpm. he flew a nice pattern but it still left something to be desired in the flare.
Larry and I flew about 10 patterns and he had 2 decent safe landings...the rest were either assisted by yours truly or were complete scheauwwws. anyways, for his first real pattern work i was happy at the overall effort. his patterns were square, his descents stabilized and procedures were good. I am sure the flare will come in due time. hes flying with a different instructor this weekend as I will be out of town, so hopefully that will help him.
Monday, May 01, 2006
Reading Railroad
This past weekend was special for myself and a couple friends of mine. I flew myself, my buddy Chris and 2 of our friends up to Reading, PA (KRDG). the Kutztown Univ. up in PA was holding and alumni weekend for grads, and specifically the rugby team that our fallen friend Dave played on had invited us all up for his induction into their hall of fame. It was a really special day and I was glad I could attend.
The morning started at 7 am. I arrived at the airport and printed out the information I would need up at Reading from the internet. I stopped into the Flight service station to file my ADIZ flight plan and get a weather briefing for our flight from JYO to RDG. I planned for a VFR(visual flight rules) route on a heading of 056 direct. The weather was spectacular. Light winds and high pressure dominated. visibility was greater than 50 miles and hardly a ripple in the air. I loaded up the airplane with fuel to the tabs(17 gallons a side). Weight and balance dictated that I not take full fuel due to the fact that I had 2 120# females in the back seat, some bags and a 190# male in front along with me. No problem though. We lifted off and climbed to 3500 enroute to RDG. We transitioned between EMI and LRP, using GPS primarily but backed up the nav with VOR signals. Our arrival into Reading was uneventful. A slight crosswind on runway 36. Winds 040 at 12kts. The heavy airplane sat into the x-wind rather nicely and the thump of the wheels and deceleration was a welcome feeling for my backseat passengers.
After a great day of rugby, food and some adult beverages we were wheels up around 1030 am the next day. The 22 kt headwind from the day before now became a 27 kt tailwind at 4500. After we leveled off GPS showed a groundspeed readout of 152 kts. Not bad for a PA28R-200. Coming back into JYO was uneventful as well. We had to circle north in order to get set up on a left downwind for 35. Winds were calm....a welcome site for my pax.
Student load here has been tremendous. Ive got several guys on my schedule who are hard at work here at the flight school. I am having a blast, and really learning alot. Next up is 3 weeks in Florida to get my MEI and 100 hrs of multi.
The morning started at 7 am. I arrived at the airport and printed out the information I would need up at Reading from the internet. I stopped into the Flight service station to file my ADIZ flight plan and get a weather briefing for our flight from JYO to RDG. I planned for a VFR(visual flight rules) route on a heading of 056 direct. The weather was spectacular. Light winds and high pressure dominated. visibility was greater than 50 miles and hardly a ripple in the air. I loaded up the airplane with fuel to the tabs(17 gallons a side). Weight and balance dictated that I not take full fuel due to the fact that I had 2 120# females in the back seat, some bags and a 190# male in front along with me. No problem though. We lifted off and climbed to 3500 enroute to RDG. We transitioned between EMI and LRP, using GPS primarily but backed up the nav with VOR signals. Our arrival into Reading was uneventful. A slight crosswind on runway 36. Winds 040 at 12kts. The heavy airplane sat into the x-wind rather nicely and the thump of the wheels and deceleration was a welcome feeling for my backseat passengers.
After a great day of rugby, food and some adult beverages we were wheels up around 1030 am the next day. The 22 kt headwind from the day before now became a 27 kt tailwind at 4500. After we leveled off GPS showed a groundspeed readout of 152 kts. Not bad for a PA28R-200. Coming back into JYO was uneventful as well. We had to circle north in order to get set up on a left downwind for 35. Winds were calm....a welcome site for my pax.
Student load here has been tremendous. Ive got several guys on my schedule who are hard at work here at the flight school. I am having a blast, and really learning alot. Next up is 3 weeks in Florida to get my MEI and 100 hrs of multi.
Reading Railroad
This past weekend was special for myself and a couple friends of mine. I flew myself, my buddy Chris and 2 of our friends up to Reading, PA (KRDG). the Kutztown Univ. up in PA was holding and alumni weekend for grads, and specifically the rugby team that our fallen friend Dave played on had invited us all up for his induction into their hall of fame. It was a really special day and I was glad I could attend.
The morning started at 7 am. I arrived at the airport and printed out the information I would need up at Reading from the internet. I stopped into the Flight service station to file my ADIZ flight plan and get a weather briefing for our flight from JYO to RDG. I planned for a VFR(visual flight rules) route on a heading of 056 direct. The weather was spectacular. Light winds and high pressure dominated. visibility was greater than 50 miles and hardly a ripple in the air. I loaded up the airplane with fuel to the tabs(17 gallons a side). Weight and balance dictated that I not take full fuel due to the fact that I had 2 120# females in the back seat, some bags and a 190# male in front along with me. No problem though. We lifted off and climbed to 3500 enroute to RDG. We transitioned between EMI and LRP, using GPS primarily but backed up the nav with VOR signals. Our arrival into Reading was uneventful. A slight crosswind on runway 36. Winds 040 at 12kts. The heavy airplane sat into the x-wind rather nicely and the thump of the wheels and deceleration was a welcome feeling for my backseat passengers.
After a great day of rugby, food and some adult beverages we were wheels up around 1030 am the next day. The 22 kt headwind from the day before now became a 27 kt tailwind at 4500. After we leveled off GPS showed a groundspeed readout of 152 kts. Not bad for a PA28R-200. Coming back into JYO was uneventful as well. We had to circle north in order to get set up on a left downwind for 35. Winds were calm....a welcome site for my pax.
Student load here has been tremendous. Ive got several guys on my schedule who are hard at work here at the flight school. I am having a blast, and really learning alot. Next up is 3 weeks in Florida to get my MEI and 100 hrs of multi.
The morning started at 7 am. I arrived at the airport and printed out the information I would need up at Reading from the internet. I stopped into the Flight service station to file my ADIZ flight plan and get a weather briefing for our flight from JYO to RDG. I planned for a VFR(visual flight rules) route on a heading of 056 direct. The weather was spectacular. Light winds and high pressure dominated. visibility was greater than 50 miles and hardly a ripple in the air. I loaded up the airplane with fuel to the tabs(17 gallons a side). Weight and balance dictated that I not take full fuel due to the fact that I had 2 120# females in the back seat, some bags and a 190# male in front along with me. No problem though. We lifted off and climbed to 3500 enroute to RDG. We transitioned between EMI and LRP, using GPS primarily but backed up the nav with VOR signals. Our arrival into Reading was uneventful. A slight crosswind on runway 36. Winds 040 at 12kts. The heavy airplane sat into the x-wind rather nicely and the thump of the wheels and deceleration was a welcome feeling for my backseat passengers.
After a great day of rugby, food and some adult beverages we were wheels up around 1030 am the next day. The 22 kt headwind from the day before now became a 27 kt tailwind at 4500. After we leveled off GPS showed a groundspeed readout of 152 kts. Not bad for a PA28R-200. Coming back into JYO was uneventful as well. We had to circle north in order to get set up on a left downwind for 35. Winds were calm....a welcome site for my pax.
Student load here has been tremendous. Ive got several guys on my schedule who are hard at work here at the flight school. I am having a blast, and really learning alot. Next up is 3 weeks in Florida to get my MEI and 100 hrs of multi.
Saturday, April 22, 2006
Red Baron
I apologize for the delay in any and all updates. Since my being laid off I have been extremely busy....even more-so than before. Its true what people say about things happening for a reason. My untimely departure from my former emplyer was a tremendous blessing in disguise. I have had the opportunity to work full time at the flight school now, and am extremely happy about it.
So, lets back up. Almost immediately after coming on full time my schedule was filling up. I have 3 new students, not to mention the students I was already working with. I also have 2 commercial students in the arrow, as well as 4 people who are planning on starting up in June. Things have worked out even better than I couldve hoped for, affirming my decision to make this a career. Things just fit too well right now.
Last week saw some good stuff happen. I started the week with some private students. Ive been working with Larry on teaching him to land. If any cfi's out there can give me some tips on teaching the landing id appreciate it. Hes at about 8 hours right now. Then I put Justin under the hood for some stalls and slow flight. Our asst chief attended a conference with a group of local DE's(designated examiners--guys who do the checkrides) and they all stated that the number one thing that private candidates dont do well are stalls and slow flight. So, I have vowed to work on that with my guys. We did a landing at Carroll County and then headed home. Tuesday I did a night flight with a guy from the Royal Navy stationed in DC on govt business. Funny listening to him on the radios. I worked with him in the pattern at Frederick, and then tried to score a landing at Dulles. The controllers wanted no part of us as it was still early and there were still several departures heading off of KIAD. So, back to Leesburg we went for a few more circuits.
Wed evening I re-soloed a guy who had soloed a year ago. I met him in Jan, and subsequently had electrical failure with him in the airplane that same day. He went on a stage check last weekend and had another electrical failure in the airplane with our chief pilot. Its not our planes....it must be him. He did great on the solo, and next up is the long dual x-country flight up to Lancaster and then to New Garden(N57). New Garden is a small little airport west of Philly, just outside the Philly Class Bravo airspace.
Thursday I was charter pilot for a couple who wanted a ride to Bay Bridge airport for lunch. We were wheels up around 1030 and headed northeast. We went direct Gaithersburg, direct to Tipton/Ft Meade, direct to Lee-Annapolis, then east across the Chesapeake Bay landing on runway 29 at Bay Bridge. It was a nice trip. We could see the Washington Capital building, the Washington monument and the runways at National airport. Visibility was greater than 30 miles at 2000 ft. Pretty nice.
I flew two more flights after I got back from Bay Bridge. So, long story short. Ive got 539 total time now, with a ton of dual given. The logbook is filling fast. Ive never had so much fun in my life, and nothing has felt as rewarding. I think Larry's solo will be next. That will be a real solo;The first person I have taught to fly start to finish.
Yesterday I rode back seat in a Beechcraft Baron. What a sweet airplane. My chief was giving some instruction to a new owner in order to meet insurance requirements. We got to altitude, shut down an engine, feathered it, and flew around on one engine for a while. then it was stall time, emergency descent and the localizer approach into Winchester. They dropped me off so i could wait for the Arrow to get out of maintenance. The 5 hours wait for the arrow was worth the ride in the Baron.
I will post some pics tomorrow of the Baron and of my trip to Annapolis.
So, lets back up. Almost immediately after coming on full time my schedule was filling up. I have 3 new students, not to mention the students I was already working with. I also have 2 commercial students in the arrow, as well as 4 people who are planning on starting up in June. Things have worked out even better than I couldve hoped for, affirming my decision to make this a career. Things just fit too well right now.
Last week saw some good stuff happen. I started the week with some private students. Ive been working with Larry on teaching him to land. If any cfi's out there can give me some tips on teaching the landing id appreciate it. Hes at about 8 hours right now. Then I put Justin under the hood for some stalls and slow flight. Our asst chief attended a conference with a group of local DE's(designated examiners--guys who do the checkrides) and they all stated that the number one thing that private candidates dont do well are stalls and slow flight. So, I have vowed to work on that with my guys. We did a landing at Carroll County and then headed home. Tuesday I did a night flight with a guy from the Royal Navy stationed in DC on govt business. Funny listening to him on the radios. I worked with him in the pattern at Frederick, and then tried to score a landing at Dulles. The controllers wanted no part of us as it was still early and there were still several departures heading off of KIAD. So, back to Leesburg we went for a few more circuits.
Wed evening I re-soloed a guy who had soloed a year ago. I met him in Jan, and subsequently had electrical failure with him in the airplane that same day. He went on a stage check last weekend and had another electrical failure in the airplane with our chief pilot. Its not our planes....it must be him. He did great on the solo, and next up is the long dual x-country flight up to Lancaster and then to New Garden(N57). New Garden is a small little airport west of Philly, just outside the Philly Class Bravo airspace.
Thursday I was charter pilot for a couple who wanted a ride to Bay Bridge airport for lunch. We were wheels up around 1030 and headed northeast. We went direct Gaithersburg, direct to Tipton/Ft Meade, direct to Lee-Annapolis, then east across the Chesapeake Bay landing on runway 29 at Bay Bridge. It was a nice trip. We could see the Washington Capital building, the Washington monument and the runways at National airport. Visibility was greater than 30 miles at 2000 ft. Pretty nice.
I flew two more flights after I got back from Bay Bridge. So, long story short. Ive got 539 total time now, with a ton of dual given. The logbook is filling fast. Ive never had so much fun in my life, and nothing has felt as rewarding. I think Larry's solo will be next. That will be a real solo;The first person I have taught to fly start to finish.
Yesterday I rode back seat in a Beechcraft Baron. What a sweet airplane. My chief was giving some instruction to a new owner in order to meet insurance requirements. We got to altitude, shut down an engine, feathered it, and flew around on one engine for a while. then it was stall time, emergency descent and the localizer approach into Winchester. They dropped me off so i could wait for the Arrow to get out of maintenance. The 5 hours wait for the arrow was worth the ride in the Baron.
I will post some pics tomorrow of the Baron and of my trip to Annapolis.
Wednesday, April 12, 2006
Tuesday, April 11, 2006
ATC
I talk to ATC every day, and most of the time they are very helpful. From time to time though they can have attitudes, and you forget that they are people just like you and I. You forget that they can have bad days, good days, and sometimes they just dont feel like talking. I try to always exchange pleasantries with ATC, and when they do me a favor I always thank them. They perform a service to pilots and passengers alike, and are always appreciated. I found this link on another Blog....it was overheard on an Air Canada flight into Vancouver...I hope you all enjoy.
http://www.futurastudios.com/atc-marry-me.html
http://www.futurastudios.com/atc-marry-me.html
Monday, April 10, 2006
Le Chandelle
Chandelle....a French word meaning a sharp climb or evasive action, or something like that. Chandelle is also a maximum performance maneuver that every commercial pilot candidate must perform. When I say commercial, I mean the commercial rating...not the guy in the front of the airliner taking you to Florida. The FAA has a commercial pilot certificate, requiring a pilot to have 250 hours of total time to include a night requirement, some instrument time, a couple cross country flights and training in specialized maneuvers outlined in the practical test standards.
Tonite's Commercial candidate will endure my wrath while learning to perform the Chandelle. This is a maneuver designed during the early war era of flight in which was used to allow the pilot to reverse course 180 degrees and gain the maximum amount of altitude possible. I think this was used in dogfights early on, and probably came in useful if a pilot became boxed into a canyon or valley.
The maneuver as I teach is is split into two sections. The first section is 0-90 degrees. You roll into a 30 degree bank, apply full power, begin to pitch up. I teach constant bank and changing pitch. The pilot is maintaining the 30 degrees of bank, and is increasing his pitch attitude simultaneously. In the second part (90-180 degrees) the pilot is maintaining the max pitch-up attitude but beginning to roll out of his bank. Ideally you complete the maneuver 180 degrees from where you started, and with your airspeed just above the stall speed. You may get a few indications of an impending stall, but you dont want to stall it. Recovery is simple...maintain your altitude and level off back at cruise airspeed. Piece of cake.
Teaching this maneuver is a blast. I absolutely love teaching in the PA-28R Arrow. The airplane is a hoss, and with 200 hp and a three bladed prop it will really get you somewhere.
Half way
Last night I totaled up a page in my logbook. I officially broke 500 hours in airplanes. I am at 504.1.
Saturday, April 08, 2006
KLNS-v143 mulrr-aml-d->KJyo
Yesterday was very eventful. I was scheduled to do a BFR for a gentleman, then head up to lancaster, PA(klns) with a guy who needed to pick his airplane up from the shop. I was supposed to fly the plane back to Leesburg from KLNS. We were wheels up enroute to KLNS at 410 pm We were enjoying the 35 knot tailwind we had at 3500 ft. The GPs was showing a groundspeed of 147 knots. Not bad for a Cessna 172.
After landing I dropped off Charles and taxied over to get some dinner with a friend at the terminal restaurant. I amused myself while I waited for her by watching the crew of a USAir beech1900 unload the PAx and luggage. I made a quick call to Flight service to file my flight plan and get a briefing. Bad news. Severe weather warning on the DC area for all night. The first briefer told me not to try to come back until noon the following day. I made a second call after dinner and the briefer confirmed that same news. So, I made the prudent decision to spend the night up in Lancaster and leave first thing in the morning to get back in time for my desk shift at the flight school.
I woke up this morning in the Holiday Inn express to low ceilings and moderate rain showers. It looked like I would have my work cut out for me, but at least I had slept in a Holiday Inn Express, right? I called FSS and got the weather for my destination, departure point and enroute...and chose to file an IFR flight plan. Since all my charts were in the airplane I had to come up with something off the top of my head. I proposed a wheels up time of 0630, 6000 ft and a route of klns-westminster vor-martinsburg vor-direct to leesburg. My clearance was quite the opposite. I was told to fly victor airway 143 which runs from lancaster vor to martinsburg vor. I was to stay on that airway until MULRR intersection. I could identify that with a cross radial off the Westminster VOR. then I was to go direct to Armel vor and the direct to JYO. My takeoff clearance was to fly the runway heading and maintain 6000 ft. I was soon up in moderate rain beating on the windscreen. Climbing at 79knots I was soon in the clouds. I didnt break out on top until about 5500. I leveled off at 6000 and was soon given a heading to fly to intercept the airway at delro intersection. I stayed on the airway until MULRR and anticipated a heading to fly to get into Leesburg. I had my ipod in one ear and was jamming out to some music when ATC came on directing me to first fly heading 230 "vectors for the localizer 17 approach"...but quickly ammended that yo fly GPS direct to STILL interesection. That is the Initial approach Fix for the approach...where it all begins. I was soon cleared for the approach and intercepted the localizer inbound. the approach calls for you to maintain 3000 until established and inside STILL. Then descend to 1800 until the Final approach Fix-WARDE Int. after WARDE you can go to 1100 until 3 miles from the runway...and if you have dme you can go down to 820. I didnt need to worry about going that low as i saw the runway around 1100 ft and canceled IFR. I made a normal straight in approach to landing and taxied in, tied down and made a dash for the office. Its a cruddy day here.
After landing I dropped off Charles and taxied over to get some dinner with a friend at the terminal restaurant. I amused myself while I waited for her by watching the crew of a USAir beech1900 unload the PAx and luggage. I made a quick call to Flight service to file my flight plan and get a briefing. Bad news. Severe weather warning on the DC area for all night. The first briefer told me not to try to come back until noon the following day. I made a second call after dinner and the briefer confirmed that same news. So, I made the prudent decision to spend the night up in Lancaster and leave first thing in the morning to get back in time for my desk shift at the flight school.
I woke up this morning in the Holiday Inn express to low ceilings and moderate rain showers. It looked like I would have my work cut out for me, but at least I had slept in a Holiday Inn Express, right? I called FSS and got the weather for my destination, departure point and enroute...and chose to file an IFR flight plan. Since all my charts were in the airplane I had to come up with something off the top of my head. I proposed a wheels up time of 0630, 6000 ft and a route of klns-westminster vor-martinsburg vor-direct to leesburg. My clearance was quite the opposite. I was told to fly victor airway 143 which runs from lancaster vor to martinsburg vor. I was to stay on that airway until MULRR intersection. I could identify that with a cross radial off the Westminster VOR. then I was to go direct to Armel vor and the direct to JYO. My takeoff clearance was to fly the runway heading and maintain 6000 ft. I was soon up in moderate rain beating on the windscreen. Climbing at 79knots I was soon in the clouds. I didnt break out on top until about 5500. I leveled off at 6000 and was soon given a heading to fly to intercept the airway at delro intersection. I stayed on the airway until MULRR and anticipated a heading to fly to get into Leesburg. I had my ipod in one ear and was jamming out to some music when ATC came on directing me to first fly heading 230 "vectors for the localizer 17 approach"...but quickly ammended that yo fly GPS direct to STILL interesection. That is the Initial approach Fix for the approach...where it all begins. I was soon cleared for the approach and intercepted the localizer inbound. the approach calls for you to maintain 3000 until established and inside STILL. Then descend to 1800 until the Final approach Fix-WARDE Int. after WARDE you can go to 1100 until 3 miles from the runway...and if you have dme you can go down to 820. I didnt need to worry about going that low as i saw the runway around 1100 ft and canceled IFR. I made a normal straight in approach to landing and taxied in, tied down and made a dash for the office. Its a cruddy day here.
Wednesday, April 05, 2006
Chapter 2
So, Last Friday I learned a very valuable life lesson; make sure you know who your friends are...and be wary of those who are out to get you.
Friday's weather was spectacular. The sun was out, it was 70 degrees and I didnt have to work. I was called into the boardroom around 10 am on Friday morning and told that "I had other priorities and that my mind wasnt at the company"....The Branch manager and company VP, along with my dept manager proceded to bring up 4 or 5 small things I'd done in the last few months, and told me my work was unacceptable and that "effective immediately I was terminated". Well, I have to admit this didnt come as any shock to me. The management of George Mason mortgage in Fairfax VA is as bad as it gets, and when they heard that I had plans of pursuing a career in aviation and would be leaving in May, they took it as a threat and looked for a way to get rid of me. They acted very aggressively towards me in the boardroom, as though they expected a fight from me....but i simply and quietly walked out of the room. I packed up my desk and walked outside. I was free!
I spent the rest of the day enjoying the weather. I made a few calls and within an hour I had applied for unemployment and was on the schedule full time at Aviation Adventures in Leesburg, VA. I am not in chapter two of this journey.
May 14 I am hitting the road south and will attend Ari-Ben aviation in Ft Pierce FL for 3 weeks of timebuilding. Ill leave Ft Pierce with 100 hours of time in a multi engine aircraft, and be able to instruct in multi engine aircraft back up north in VA. The magic ticket to the airlines is multi-time. Most require at a minimum 100 hours. By spending this time in FL ill meet those mins. Im very excited.
I am planning trips to key west, FLL, PBI, MCO, Tampa, and as many other small airports as I can squeeze in.
I am still pretty bitter about the whole firing thing.....but I am sure that in a year I will look down from the right seat of the CRJ-900 that I am FO on and laugh at the people still at GMMLLC......the office is a large building sitting under the rigth base for 1R at KIAD. anyone know how to drop blue ice?
Friday's weather was spectacular. The sun was out, it was 70 degrees and I didnt have to work. I was called into the boardroom around 10 am on Friday morning and told that "I had other priorities and that my mind wasnt at the company"....The Branch manager and company VP, along with my dept manager proceded to bring up 4 or 5 small things I'd done in the last few months, and told me my work was unacceptable and that "effective immediately I was terminated". Well, I have to admit this didnt come as any shock to me. The management of George Mason mortgage in Fairfax VA is as bad as it gets, and when they heard that I had plans of pursuing a career in aviation and would be leaving in May, they took it as a threat and looked for a way to get rid of me. They acted very aggressively towards me in the boardroom, as though they expected a fight from me....but i simply and quietly walked out of the room. I packed up my desk and walked outside. I was free!
I spent the rest of the day enjoying the weather. I made a few calls and within an hour I had applied for unemployment and was on the schedule full time at Aviation Adventures in Leesburg, VA. I am not in chapter two of this journey.
May 14 I am hitting the road south and will attend Ari-Ben aviation in Ft Pierce FL for 3 weeks of timebuilding. Ill leave Ft Pierce with 100 hours of time in a multi engine aircraft, and be able to instruct in multi engine aircraft back up north in VA. The magic ticket to the airlines is multi-time. Most require at a minimum 100 hours. By spending this time in FL ill meet those mins. Im very excited.
I am planning trips to key west, FLL, PBI, MCO, Tampa, and as many other small airports as I can squeeze in.
I am still pretty bitter about the whole firing thing.....but I am sure that in a year I will look down from the right seat of the CRJ-900 that I am FO on and laugh at the people still at GMMLLC......the office is a large building sitting under the rigth base for 1R at KIAD. anyone know how to drop blue ice?
Sunday, April 02, 2006
Ten miles.....not necessarily in the air either
So todays been a pretty good day so far. I started the morning off with a ten mile run in downtown Washington DC. The Credit Union Cherry Blossom Ten Miler was organized to benefit the childrens miracle network, and with over 10000 strong in the race it was a huge success. This weekend was the peak of the blossoms, so downtown was packed with tourists, but we managed to run a ten mile course weaving through the streets of dc and over the memorial bridge, and then back down rock creek parkway to finish up along side the Potomac River. I finished at a respectable 1 hour 53 minutes. Not bad for a "clydesdale".....
I am at the airport now killing time before my afternoon flight. The weather is absolutely gorgeous and the winds are light. Its going to be a great day to fly. I have my jamaican buddy scheduled for some airwork and landings so we will see how it goes.
This morning i kept myself amused while running by watching the jets depart from DCA. They were in a north operation and were climbing out right overhead, while keeping the east bank of the potomac to their right. Prohibited areas over the capitol, mall, and white house make it an interesting departure for most airliners out of DCA. The arrival into national is even better from the north. In good weather the jets will fly the River Visual to rwy 19. Some of the smaller RJ's or turboprops might take a straight in to rwy 15 or 22. I highly suggest stopping by gravelly point and checking it out sometime. For aviation buffs its a good time.
I am at the airport now killing time before my afternoon flight. The weather is absolutely gorgeous and the winds are light. Its going to be a great day to fly. I have my jamaican buddy scheduled for some airwork and landings so we will see how it goes.
This morning i kept myself amused while running by watching the jets depart from DCA. They were in a north operation and were climbing out right overhead, while keeping the east bank of the potomac to their right. Prohibited areas over the capitol, mall, and white house make it an interesting departure for most airliners out of DCA. The arrival into national is even better from the north. In good weather the jets will fly the River Visual to rwy 19. Some of the smaller RJ's or turboprops might take a straight in to rwy 15 or 22. I highly suggest stopping by gravelly point and checking it out sometime. For aviation buffs its a good time.
Thursday, March 30, 2006
Friday, March 24, 2006
First timers
So I guess spring is supposed to be here by now huh? Well, Mother Nature is having second thoughts on that I guess. The forecast for the weekend is for rain and snow tomorrow. And possibly on Sunday as well. It is pretty annoying when you are only able to fly with students on the weekends and the weather consistently does not cooperate. Whether it is the wind, the clouds, or now precip and freezing temps….its enough to make a guy like myself want to move to Florida. I think I can handle thunderstorms and hurricanes better than I can deal with a winter full of gusty crosswinds and ice filled clouds. But I digress.
The weekend is slated to be a good one, if the weather cooperates. I am scheduled to work the dispatch desk on Sat morning until around noon. I’ve got one of my better students lined up for a flight to tune him up for his re-solo. He’s new to town and needs a new solo endorsement from myself. Easy flight. Late afternoon I have a new student who has about 30 hours, but wants to finish his license. This should be an interesting flight. Flying with new people always keeps me on the edge of my seat.
Speaking of new pilots, I took my friend Chris and Jami up in the airplane last night. We loaded up the c-172 and headed west towards Front royal and Winchester. We were headed into Winchester (kokv) for a touch and go and I asked Jami if she wanted to try a landing. She was excited so I said I would handle the rudders and the power, she could do the flare. I carefully watched her and coached her every movement. As we came over the grass I said, keep bringing us down; we crossed the threshold at a beautiful height and I explained that ill being the power back and I wanted her to level off, then I told her to keep the airplane at this height and not let it sink. She started to instinctively flare the airplane. I was in utter amazement. Granted she did not have to worry about maintaining airspeed on final, or putting in flaps or steering on the ground after touchdown, but she still did a whole lot better than a lot of students I’ve seen. I think we might have a new student on our hands. I gave her a logbook with her first 1.5 in it.
It was great to get back in the left seat and I enjoyed being the sole manipulator of the controls for a change…..
We took our friend Dave flying as well. We had a picture of him on my clipboard propped up on the instrument panel in cruise flight. As his girlfriend sat next to me I watched as she held the picture in her hands. Dave had been flying with me once before, and he wanted me to take him flying back in January. I guess he finally got to go back up with me again.
The weekend is slated to be a good one, if the weather cooperates. I am scheduled to work the dispatch desk on Sat morning until around noon. I’ve got one of my better students lined up for a flight to tune him up for his re-solo. He’s new to town and needs a new solo endorsement from myself. Easy flight. Late afternoon I have a new student who has about 30 hours, but wants to finish his license. This should be an interesting flight. Flying with new people always keeps me on the edge of my seat.
Speaking of new pilots, I took my friend Chris and Jami up in the airplane last night. We loaded up the c-172 and headed west towards Front royal and Winchester. We were headed into Winchester (kokv) for a touch and go and I asked Jami if she wanted to try a landing. She was excited so I said I would handle the rudders and the power, she could do the flare. I carefully watched her and coached her every movement. As we came over the grass I said, keep bringing us down; we crossed the threshold at a beautiful height and I explained that ill being the power back and I wanted her to level off, then I told her to keep the airplane at this height and not let it sink. She started to instinctively flare the airplane. I was in utter amazement. Granted she did not have to worry about maintaining airspeed on final, or putting in flaps or steering on the ground after touchdown, but she still did a whole lot better than a lot of students I’ve seen. I think we might have a new student on our hands. I gave her a logbook with her first 1.5 in it.
It was great to get back in the left seat and I enjoyed being the sole manipulator of the controls for a change…..
We took our friend Dave flying as well. We had a picture of him on my clipboard propped up on the instrument panel in cruise flight. As his girlfriend sat next to me I watched as she held the picture in her hands. Dave had been flying with me once before, and he wanted me to take him flying back in January. I guess he finally got to go back up with me again.
Monday, March 20, 2006
things that go bump in the day
Wheels up and back in the sky once again. Right on schedule, the weekend arrived and the winds fired up. Saturday saw the worst of the weather pass through. Winds on the surface were gusting once again to 27. But more dangerous were the winds aloft. Moderate to severe turbulence below 8000 ft all over the region, and a mountain wave that, according to a pirep, was quite severe. A driver of a Cessna 172 reported a descent over 500 fpm while trying to cross the ridge. He had full power and was pitching the aircraft for Vx…or best angle of climb. Not sure how he got out of it, but that alone was enough for most of the instructors, myself included to cancel our flights.
Sunday was forecast to be better, however the forecast changed and those winds hung around. The severe turbulence was gone, and the mountain wave wasn’t as vicious so I decided to give it a shot. My first flight of the morning paired me with a private pilot….from Jamaica….that hadn’t flown in 4 years. No problem. I told him it would be bumpy but if he didn’t mind a few bumps we could go. So we headed out and I showed him the preflight. We hopped in the airplane and departed off runway 35. I requested a vfr climb to 3000 and a class bravo clearance, and Potomac departure was able to accommodate. I wanted to get out of the low level bumps as soon as I could. It worked, sort of. We headed over to Winchester and flew around. Let him get used to the airplane, as all his ppl training was done in a Cessna 150. He came to me with .8 of an hour in a 172. We did an hour in the practice area and headed back. I briefed him on the landing, and asked if he wanted to try to land it. We agreed that I would help him on the controls as it was a pretty gusty crosswind. To be exact I wrote down the winds…280@16knots gusting to 27. The wind was 70 degrees off the runway heading(350) and nearly exceeded our xwind capability of the aircraft. We were almost test pilots. He did a great job on final until over the grass. We went below the trees and lost our wind. He had let us get slow and the windshear bit us. I felt the sink, called for some power, he didn’t respond so I took controls, went full power and got out of there. he asked me to do the landing the next time around and I totally greased it. My biggest fear was botching another landing with a student, for the second week in a row.
My second student is a guy that ive been trying to fly with for a while now. We first flew together back when we had the electrical failure, and have only had one other flight in the pattern between then and now. So we headed out into the wind. Nice takeoff and climb out. Headed west via rt 7 and used some pilotage to have him find Winchester airport for me. We did a few maneuvers in the area and then headed over for a couple landings at Winchester(kokv). Winds were 16 knots but right down the runway. Made it nice and easy for him to have good landings. Made my job easier too. We departed the airport back to Leesburg and I wanted him to learn how to enter and exit the ADIZ. He made his intial call up to Potomac and we were rudely dismissed. As we circled outside the ADIZ we watched the airliners entering the downwind for rwy 1L at KIAD. The controllers were busy. One large jet after another, and no sqwawk code for us. So I tried two more freqs before we finally got a code. So, my teaching moment was kinda ruined and I had to kinda ad-lib to get us back home. But at least got to see what to do when that happens. I will say it again, the ADIZ is a good thing for national security, but damn it’s a pain in my a$$ every day that I fly. Nine times out of ten it’s a piece of cake with no problems. But that tenth time it really bugs the crap out of you. Some controllers act as though they are god…..and treat smaller GA aircraft as though they aren’t worth their time. Ok, end rant.
So we ended the flight with a pretty wild time on final, and a pretty long touchdown. But it was a safe landing on the centerline and the plane will fly again.
Overall not the best weekend of flying, but I did get some time in the logbook. Broke 490 total time, so I am slowly getting closer to the elusive 1000 hrs. I have a pretty good feeling that once I start teaching full time I will fill the pages in my logbook pretty fast.
Total time=490.7 Multi time 9.8 1hr PIC multi. That is soon to change.
Sunday was forecast to be better, however the forecast changed and those winds hung around. The severe turbulence was gone, and the mountain wave wasn’t as vicious so I decided to give it a shot. My first flight of the morning paired me with a private pilot….from Jamaica….that hadn’t flown in 4 years. No problem. I told him it would be bumpy but if he didn’t mind a few bumps we could go. So we headed out and I showed him the preflight. We hopped in the airplane and departed off runway 35. I requested a vfr climb to 3000 and a class bravo clearance, and Potomac departure was able to accommodate. I wanted to get out of the low level bumps as soon as I could. It worked, sort of. We headed over to Winchester and flew around. Let him get used to the airplane, as all his ppl training was done in a Cessna 150. He came to me with .8 of an hour in a 172. We did an hour in the practice area and headed back. I briefed him on the landing, and asked if he wanted to try to land it. We agreed that I would help him on the controls as it was a pretty gusty crosswind. To be exact I wrote down the winds…280@16knots gusting to 27. The wind was 70 degrees off the runway heading(350) and nearly exceeded our xwind capability of the aircraft. We were almost test pilots. He did a great job on final until over the grass. We went below the trees and lost our wind. He had let us get slow and the windshear bit us. I felt the sink, called for some power, he didn’t respond so I took controls, went full power and got out of there. he asked me to do the landing the next time around and I totally greased it. My biggest fear was botching another landing with a student, for the second week in a row.
My second student is a guy that ive been trying to fly with for a while now. We first flew together back when we had the electrical failure, and have only had one other flight in the pattern between then and now. So we headed out into the wind. Nice takeoff and climb out. Headed west via rt 7 and used some pilotage to have him find Winchester airport for me. We did a few maneuvers in the area and then headed over for a couple landings at Winchester(kokv). Winds were 16 knots but right down the runway. Made it nice and easy for him to have good landings. Made my job easier too. We departed the airport back to Leesburg and I wanted him to learn how to enter and exit the ADIZ. He made his intial call up to Potomac and we were rudely dismissed. As we circled outside the ADIZ we watched the airliners entering the downwind for rwy 1L at KIAD. The controllers were busy. One large jet after another, and no sqwawk code for us. So I tried two more freqs before we finally got a code. So, my teaching moment was kinda ruined and I had to kinda ad-lib to get us back home. But at least got to see what to do when that happens. I will say it again, the ADIZ is a good thing for national security, but damn it’s a pain in my a$$ every day that I fly. Nine times out of ten it’s a piece of cake with no problems. But that tenth time it really bugs the crap out of you. Some controllers act as though they are god…..and treat smaller GA aircraft as though they aren’t worth their time. Ok, end rant.
So we ended the flight with a pretty wild time on final, and a pretty long touchdown. But it was a safe landing on the centerline and the plane will fly again.
Overall not the best weekend of flying, but I did get some time in the logbook. Broke 490 total time, so I am slowly getting closer to the elusive 1000 hrs. I have a pretty good feeling that once I start teaching full time I will fill the pages in my logbook pretty fast.
Total time=490.7 Multi time 9.8 1hr PIC multi. That is soon to change.
Subscribe to:
Posts (Atom)