Last Landings For The Year And I MIGHT Get My Own Cell Phone!

The weather didn't sound good; visibility 5, mist ceiling, 2,600. But I went to the airport anyway. I didn't see my airplane, 25V but upon entering the terminal Ralph gave me the update. Because of the cold weather he had put the airplane in a hanger to keep it fairly warm, like 50 degrees. Andy showed up and said we could do some landing/takeoff practice and to go ahead to preflight. Ralph said, 'it's a bit tight in the hanger to do a preflight'. Andy just said, 'hey, Paul's not too big, he can do it.' (!) So I went to the hanger and did the preflight. Really not a big problem but I had to do a lot of climbing over things. But she checked out ok and I returned to the terminal.

We went back to the classroom and discussed the calling of FSS, Flight Service System. He said I should start calling before every flight, solo or not. They will give a full weather rundown as well as NOTAMS, and TFR's. No need to go over that but it's important stuff. He said just put it on speed dial on your cell phone. I told him, I don't have a cellphone. He found this totally hard to believe and then said, 'you don't have a cellphone when you fly?' His voice showed a real conscern for my safety with that question. I said, 'no, just the one at home'. He could not be more emphatic with 'what if you have to land in a forest' but more important, 'what if you're radio goes out?' He REALLY said I HAVE to have one to safely fly. Oh, what about before cellphones; well, it just makes it THAT MUCH SAFER!

We went back to the hangar and pushed the airplane out and at a point to where the propwash wouldn't cause a problem. Good start and off to the runway. I'd asked him earlier about cold starting. He said to prime about 4 x's. WEll as we taxied he pulled out the POH, Pilots Operating Handbook. He said, damn, they want about 7-10 strokes. I spotted a section and said 'this one's scary: If very cold have a lineman standing by with a FIRE EXTINQUISHER in case of an intake fire!'.

After an uneventful runnup he says, short field. Well I've gone over that with you so just say I did a good takeoff. Then as I entered the pattern he says 'soft field'. Again, not too bad. We continued the 'I have no idea what he'll want next' for 4 more landings/takeoffs. I'll tell you, I'm really having fun at this point! My landings were pretty good and we actually had some fun banter talk.

On one landing, when I was downwind, midfield and about ready to set up for my landing approach, he pulls the throttle to idle and says, 'ENGINE QUIT'. SHIT! I quickly got the attitude to give me an 80 mph airspeed. Then turned to the runway and started to descend. Andy says, do that and you'll go in at 150 MPH! So I did a 'slip', hard right rudder, hard right aerilon! Weird feeling, no engine and cockeyed approach. OH, and he said my 'flaps' were in-op! But I recovered well and did my first ever landing without flaps! It was a strange feeling as I glided, unpowered, down the runway at 60 MPH and gently touched down! He said, 'different without flaps, isn't it? There's an understatement!!!! But really was a lot of fun!

So the lesson was short field, soft field and no power. I didn't think I did that great but Andy said, 'hey a couple really good ones and a few poor but Don would have passed you!'. OH, at one point I was headed crosswind, about 30 seconds from my descent and Andy says 'So, did you sell your company to your relatives or what?' No hesitation I said, 'Tell you later, I'm landing!'. Final landing of the day and I taxied back to the hanger. Parked and as we're pushing the airplane back I say 'no, I sold the shop to an indepentant company. Andy said, 'good call telling me to shut up!' I said, yeah, last time I answered you and lost 100' altitude!

As we're walking back he said, 'ever think you'ld be doing so many things at once NATURALLY?' I was really happy and said, 'like I haven't forgotten carb heat, etc.' His was, 'well that's a bad deal too as you have to think but you've really come along!'. Anyway we had a real friendly conversation back to the terminal.

He asked when our next lesson was and I said that based on his and my schedule it would be best to wait until my FAA written after the 14th. He said 'all you have left is the cross country and some night flights and you'll be ready for you checkride!' So it really IS getting close!

I really can't believe how, in just the last few flights, I'm suddenly flying as if I'm a REAL pilot! It really is a shock going from NO confidence to the point I'm at now. I really KNOW I can fly this thing! So for now it's a lot of bookwork, some solo flights and, soon, my PRIVATE PILOTS CERTIFICATE!

So, until next year, MERRY CHRISTMAS AND A HAPPY NEW YEAR!

A Really Great Flight Lesson

The picture is our new house from 3,500' Not very clear but still fun to see.

Finally back in the air! Arrived and not a cloud in the sky although it was 35 degrees. Preflighted and back to the terminal. Andy said we'll do some more hoodwork. That is when you put on these weird safety glasses which are fogged out so you only can see the control panel. You cannot see outside and it is a strange feeling at first. Had a little trouble starting the engine because of the cold but soon it was running smoothly. I taxied, did the runnup then Andy says 'soft field takeoff'.

Fortunately I'd been studying this maneuver. It's taking off from a grass, dirt or maybe even snow covered runway. If you took off as usually the airplane would probably get stuck! The idea is to get the nose wheel off the ground and the weight off the mains as soon a possible. Also as soon as you start rolling from the taxiway to the runway you DO NOT STOP. So I added 10 degree flaps and turned onto the runway. As soon as I was lined up I pulled the yoke all the way back and pushed the throttle in to max. Instantly the prop wash hit the elevators and pushed the nose up. I pushed a tad forward until I could see the runway. Normal take off speed is 65 MPH. Around 30 MPH the nose lifted and at 50 the mains lifted off the runway. I immediately, and smoothly, leveled off about 10' above the runway! The wings are 36' long and because of physics, from 36' down to the runway the airplane is in 'ground effect'. Hard to explain, but the airplane can fly at a slower speed in this zone. I stayed level until I reached 75 MPH then pulled the nose up and climbed. At 80 MPH I retracted the flaps and now was at a standard climb attitude at 90 MPH.

I'm now at 3,000' when Andy gave me the 'hood' glasses. I put them on and he said 'turn to a heading of two-four-zero'. 'Turning to two-four-zero'. I turned and he then said, 'climb and maintain four thousand five hundred'. I repeated 'climb and maintain four thousand five hundred'. This took place many times during the lesson and I finally realized he was talking just like an Air Traffic Controller (ATC) would be if I was under their direction! And what was so cool is Andy was an ATC and his verbiage and voice were just as it will be at a towered airport, like Knoxville's McGee-Tyson which I'll be flying to in a few more lessons.

Flying with only being able to see the instruments is really different. Andy said it's to simulate flying in a cloud. Most students get disoriented and usually have trouble keeping +/- 100' and +/- 20 degrees. I had no problem keeping altitude within 10' and heading stayed within 5. I think my 100's of hours of flight simulator may have helped. Instead of being freaked out, I actually flew the airplane better. As he would say, 'descend and maintain three thousand five hundred' I'd throttle back and really paid attention to the sound of the wind and engine.

I suddenly said to Andy, 'Damn, Andy ya ain't going to believe this but I can FEEL THE GODDAMNED AIRPLANE!!!!! I mean I suddenly HEAR the airplane, feel it in my ass and KNOW what it is doing!' He's tried to explain and I cannot explain it to you. It's something you just have to experience. It was a truly great feeling as it is vital you can become 'one with the airplane'. I mean I suddenly could tell if I was gaining or loosing altitude just by SOUND! I SENSE the event before seeing the gauges move! So I was 'in front' of the airplane! This was a major milestone! He said it takes a while but once that day hits it will never leave you! And that is part of the hood deal. You don't have the distraction of looking around and you'll just concentrate on your other senses. Man was this a great feeling!

His last was command was 'Turn to zero four zero; descend and maintain three thousand'. I repeated and he said to take off the glasses. RUNWAY TWO SIX WAS ABOUT TWO MILES AHEAD! 'Hey, you talked me right to the pattern!' 'Cool, isn't it? That's what will be done at a towered airport.' 'You did real good as I only gave you the minimum vectors and you were spot on. The ATC would be real happy with you'. OMG, a compliment from Andy! I really was thrilled as I learned so much today. But work to do, I still had to land. He said 'soft field' landing. I really wasn't ready for this but knew the procedure. The ideas is to stay above the runway as long as possible, just barely letting the mains touch and hold the nose up as long as possible. I called our position and lined up for final.

One difference in the landing is you're final approach speed is about 10 MPH faster than normal. Instead of 65 I was at 75 and my glideslope was right on. I leveled at about 10' with a nose high attitude and let the mains settle. But I dropped the nose a bit too early, then took off again. Andy said if it had been a soggy or muddy field you'd have a farmer getting his tractor to get you pulled off. The nose would have dug in and if it didn't collapse, you soon skid to a stop and be stuck. My next was real good and I was proud, AND Andy said 'that one was dead on, good job!'. The third was kinda weird, but still a descent one. At one point, when I was on the mains, he 'yells' RIGHT AERILON! I jerk the yoke to the right and I feel the right wheel settle down. I lower the nose and head for the taxi turnoff. He says 'you would on the left main wheel only for a while!' Really no big deal but he then said, 'fun, wasn't it?' But as I'm heading for the left side of the runway I said, 'hey, Paul, ya still gotta drive!' I'm not slowing down fast enough for the right turn ahead and he pushed the brakes a bit saying, 'ya don't really want to turn the airplane over after such a great flight!'

We taxied, tied down and headed to the terminal. I'm just ranting about how much fun it was and he said, The feel you now have for the airplane was the most important thing that I COULD NOT TEACH YOU. Once you get that feel you will never loose it.'

The TV had the weather channel on and they had a segment of a private pilot who crashed into a lake. The showed the airport 'NEW LENOX MUNICIPAL AIRPORT' I said 'HEY, THAT'S WHERE SANDY AND I FIRST LIVED WHEN WE GOT MARRIED. The airplane took off and I said, 'There's Laraway road...There's Cedar and Rt 80!' It was a 'reenactment' and he says at one point, 'why's he got the flaps still extended. Another interior shot, I said 'Hey, he's still got full carb heat!' Andy says 'good call and notice the throttle, he's on final, not departure climb.' I just say 'HOLLYWOOD' smirk'. Anyway, the dumb ass wanted to fly over Lake Michigan to show his 9 year old and got caught in heavy fog. My first comment was, 'didn't he check the weather before taking off?' (he agreed). Anyway, the guy ends up crashing into the lake as he was so confused he didn't look at his instruments. After leaving New Lenox he should have climbed to at least 3,000' Somehow he ends up dropping into the lake which is about 540' Well, another 'pilot error' crash with no one hurt fortunately.

As I was about to leave I said 'why was my flight so good today'...'hey, you've learned a lot since your first flight!'. I sure was on a 'high' and it took a tad to come back down. But I'm having fun again and can't wait for my next flight, solo or not. But one problem is the FAA written test. I was talking to Dan and Andy and we all decided I'd be best signing up for an intensive two day ground school course. My problem is I'm not very good a memorizing, just learning. The FAA does not care what you KNOW the only care about how you can take tests. Well I suck at that and I've signed up for a $400 seminar. It's in Atlanta and over Saturday and Sunday in January. After the Sunday session they bus you over to the airport and you take the test immediately. The say they have a 95% pass rate so, hopefully I'll come back home with my written out of the way.

After that Andy says we have some night flying to do then cross country flight. Xcountry is three stop, with a minimum 50 miles on one leg. Then solo cross country which I'm really looking forward to. The cross country involves the whole deal! Planning the flight, factoring in winds aloft, weather, fuel management, alternate airport in case of problems and filing a flight plan. I KNOW that will be fun and something I've done a lot on the computer.

Well supposed to fly tomorrow but weather looks poor. Then next week is Christmas and then Andy is off the week of the 7th! So it may be a while but maybe I can get some continuous flying in after that. I'll be conservative and say I'll be certified by May 1st. So have a nice Christmas and holiday!

My Wife's First Flight

I got up at 7:00 and checked Andrews AWOS. Overcast with clouds at 6,500 but visibility was 10 so it'll be a decent flying day. Sandy got up a bit later and we talked about the coming flight over coffee. She did not seem at all apprehensive but she noticed that I was. I wanted to do my best and I was quite excited about her first flight with me at the controls. Also, although she says she has no problem in a small airplane, it has been over 40 years since her last small airplane ride. It was at Starved Rock State Park after one of the Proms. I remember it because I needed three beers just to get on the toy airplane. Hard to believe I'm flying one 40 years later!

We arrived at the airport and I introduced her to Jesse and Jeniffer. I was hoping Ralph would be there but he had a doctors' appointment. My airplane was up by the pumps so it would be a short walk for the preflight check. As we're walking to the airplane I said, 'believe it or not, I've all ready started my preflight'. I pointed out that at this time I'm checking for the overall integrity of the aircraft. The airplane has to be symmetrical; both sides have to look identical. After I'd plugged in my headset and extended the flaps, I pulled my seat forward and showed her how much room she would have to get into the back seat. She was really surprised as she was expecting a deal like getting into a 1965 VW Beatle!

I started my preflight and explained what I was looking for. I really don't think Sandy cared but she followed me around the airplane anyway. She saw the 'no-slip' material on the wing strut and asked what it was for. I showed her it was a foot step as I climbed on the wing. 'What are you climbing up there for?'. 'I'm checking the fuel quantity with this tube.' She said, the man inside said it was all gassed up. I then said, 'the PILOT is responsible for the fuel level; you never rely on anyone, you must check yourself'. The engine was down a quart so I went in and grabbed a quart of AeroShell 15W50. Topped her off with oil and said to Sandy, 'we're all set to go, airplane is in good shape.'

Andy arrived and I reintroduced her to him. He asked what my plan was and I said I was thinking of just flying to Lake Nottely and just sightseeing. He thought that would be OK and to the airplane we all went. On the way I asked about the helicopter instructor, 'mumble two three, two six Andrews'. He said, 'he's a moron. I won't say anything to him as he's the only helicopter instructor here. But if he'd just say 'helicopter' it would help.

Sandy climbed in with no trouble and we pulled our seats to the full forward positon, she could not believe how much room she had! Andy had brought an extra set of headphones and a 'black box' to plug it into. This way we could all communicate with each other throughout the flight.

I started the engine and taxied to the runnup area just shy of runway two-six. On the runnup, we were both concerned with the amount of RPM drop when I checked MAG 2. 150 rpm is ok but we always get about 50. This time it was 100, still within limits but Andy did a lot of checking before he was satisfied all was ok. The same thing happened to me the day before, alone, but since it was withing range I didn't think anything about it. The rest of the runnup was uneventful so it was 'Andrews traffic, Cessna Two-Five-Victor, departing Two-Six Westbound, Andrews'. I was so happy that I had really nailed the transmission! I taxied to the runnway and applied full throttle.

She accelerated smoothly but I did notice, because of the extra passenger, that we hit rotation speed, 60mph, about 100' further downrange. But I rotated the nose smoothly and stayed right on track, with an indicated airspeed of 80 mph. This is the best rate-of-climb and I continued until leveling out at 4,500'.

On the way up to altitude I said, 'hey Hon, there's our camper'. 'YEAH, I SEE IT!' And there's Wal Mart. Ok, onto Lake Nottely. I just leveled out and did a gentle turn letting her see the area. At one point she says, 'Dear, we gotta get one of these!'. I really could tell she was having a great time and I just continued a slow circle over the area. As I flew over the Hiwassee River she really could see how bad the drought is.

It was about time to head back so I turned to 045 degrees. Ahead was the Murphy Medical Center. I said 'hey, ahead is the hospital and the water tower I use for practice turns'. She recognized it and said, 'yeah, and a year ago we were there when I had my heart attack!'. Time sure flys.

At this point I, very professionally called, 'Andrews traffic, Cessna Two-Five-Victor, One Zero miles Southwest, Inbound Two-Six, Andrews.' I really think I nailed it as I was hoping to do my best on the radio for her. I entered the pattern and on to final.

Man, was I too high! But I went ahead and dove to the glideslope angle, turning like 125 MPH! I should be descending at 70! But I flared and made a 'descent' landing, asking Andy, 'touch and go?'. He nodded and off again. Next one REALLY was a cluster 'bleep'. DIDN'T FLARE!!! Andy hit the throttle, just as I was about to , to recover after a hard bounce! So another go around. This one wasn't REAL bad but still sucked, IMHO!

I really cannot believe how bad I screwed up! I wanted to make my best landing for Sandy but mainly, wanted to show Andy how great my landings have been lately! But instead I was so 'far behind' the airplane that they were the worst landings I've made since my solo!

I taxied and pulled to my parking spot. At least my parking was my best ever! All I had to do is push the airplane back to the tiedown area. I just kept looking at Andy, shaking my head! He knew I was pissed and I could tell by his smirk that he wasn't upset. Like, he's been here before with students.

Back at the terminal, Sandy just kept saying how cool the flight was. I'm there saying how upset I was with the landings. Oh, and I said, 'BTW, Andy was really nice to me today because you were on board. I know there was a lot he could have said. I looked at him and sorta gave him a 'thanks'....he popped up and said, with a GRIN, 'yeah, like 125 MPH on FINAL!!!!! But the last was pretty good'.

So we left the airport, me feeling really down, and her just 'over and over', I HAD SO MUCH FUN!!!!!!! This made the whole day, but I'm still pissed at my landings.

It's been three days since and hard to believe that a year ago today, she had a heart attack. All turned out OK and had it not been for that event, I wouldn't be learning to fly. She gave me this flight deal for my birthday saying, 'I realize how short life can be'. I am so happy that she enjoyed her first flight with me at the controls!

Tomorrow I'm back in the seat with Andy and hopefully, on my way to my Pilots License!

A New Beginning

Well it's been almost a month since my last flight. A lot of reasons why it's been so long but mainly my sinuses had gotten so bad that I was having a lot of dizzy spells. Went to the doc and got a crap load of meds. Then up to Illinois for Thanksgiving. The meds really helped and dizzyness has left. But when we got back I started to have stomach problems. There were two problems. First may have been because I stopped making and eating the bran muffins. But here may be the main reason.

The last time I flew was Novemeber 11. That was solo and the last time with Andy was before that. That was the crosswind landings and to be honest I think I got scared. I've really been down lately with knowing it will be later next year for our new home and not wanting to fly. The other day I went to Lowes to get our bathtub and Sandy said I should go to the airport to get started again. Well my sicko brain messed me up so badly that I couldn't stop there. I guess the turnaround was Sandy getting pretty upset that I hadn't gone to the airport. But last night, with my stomach being ok and the forcast for light winds, I said to myself, DAMMIT, YOU'RE FLYING TOMORROW AND SANDY IS GOING TO FLY WITH YOU ON FRIDAY!!!!! So I went to bed early and got up at 7:00.

I got to the airport and asked Ralph to see the reservation book. 2-5 Victor was open after Andy's flight with his new student, who, BTW, took my TUESDAY AND THURSDAY TIME, the bastard! Andy showed up a bit later and we talked a bit. Mainly, I told him if the winds cooperate I was going up, have some fun and do some touch-n-goes. I then asked if 10:00 tomorrow would be ok for us to take Sandy for her first ride. He really thought that would be great and we scheduled the airplane for tomorrow. He asked what I was going to do and anwered himself with 'just fly?'. I said, ' if the winds stay calm I'll take her out right after you guys park. I was just planning to fly but mainly wanted to do some landings so I'd be up to par tomorrow. He said to get the phone number for AWOS and I said I'd be in town with my scanner. I wished him and his student a good flight and headed for my truck.

I got in my truck but decided to just sit there until they returned. There was a student helicopter pilot doing touch-n-goes. The tail number was 238b. I'd say 'Andrews Traffic, Helicopter two-three-eight Bravo, departing two six, Andrews'. At least that is what Andy would want and is proper radio protocol. But this instructor dude says 'mummble, departing two-six, Andrews'! With all the radio he did it always sounded like this. In Andy's words: MORON!
I wanted to see Andy and his students takeoff and landings. Plus I wanted to keep monitoring the winds so I wouldn't be disappointed. They came out and got started then to the taxiway. I'm not being critical but it's an ego booster to see someone with a lot less hours than you! I thought it was taking him forever to just get to the point to taxi. I know I was there not real long ago.

As they taxied the helicopter kept practicing in the pattern and doing touch and goes. I could see 25V at the runnup area as the 'copter took off again. The CFI could see another aircraft was ready to depart but he continued with his pattern practice. He could have flown out of the pattern to let the Cessna take off but NOOOOO. 'two-mummble-entering downwind two-six uh, Andrews' In the meantime, the poor student, with Andy, is paying $2.00 PER MINUTE for plane/instructor rental. But they took off and I waited until their return.

After a half hour I hear 'Andrews Traffic,Cessna Two-Five Victor, uh, Ten, uh, One Zero miles Southwest of the Andrews Airport for landing runway two-six Andrews. Sorry, but this dude is way behind where I was on radio work. But anyway the made 5 touch and goes then full stop and park. I was in the terminal and Andy called Ralph on his cell to see if I was going to take her up; I said yes and the left it parked without tying down.

I met Andy at the tarmack and he said the air is really stable today, have a good flight and I see you two tomorrow. I did my preflight, started up and taxied to Two Six. Normal takeoff and just decided to fly no place in particular.

So this was an uneventful flight. Just the freedom of being in the air. I toured Lake Nottely and did some 'VOR' practice, using a radio beacon to guide me. Oh, and I reached 8,500' my highest yet. This is 6,800 feet above the ground, about 1 1/3 miles up! If I'm able to fly on Sunday, I'm going for 10,000'! Believe me, this is NOT dangerous. Actually, the higher the farther you can glide if you have an engine failure so it's a tad safer. But mainly SO COOL TO BE SO HIGH UP!

I did three touch-n-goes and a full stop for four landings. The airplane acted weird as I thought I was coming in too slow but airspeed said 70, as usual. I tuned to the AWOS and found I was landing in an 8 mph headwind. So the airspeed was 70 but the groundspeed was 62. The rest of my landings were pretty good, hoping they will be ok tomorrow.
So tomorrow is my wifes big day. I hope I can do a good job for her. So until next time .....