SDFCVOH's Flight training thread.

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"I didn't leave CDC for the trip home until about 10PM. The moon was practically full and the sky was clearing almost completely, but the winds were nutz! From SFC-12000 (and worse above) the wind was 190@40-50, and I was heading about 150deg most of the way for about 380 miles. It was fun listening to all the big guys above me talking to LA center, and jockeying for better altitudes because of the bumps. I kept thinking - try it down here in my 172 with a headwind that's half my cruise! But I'm sure they had their hands full, too"


Just wondering after your recent flight if there was any AIRMETs or SIGMETS for that turbulence? Sounded a wee bit duh duh dangerous! Especially en noche!

:)
 
bunghole said:
Just wondering after your recent flight if there was any AIRMETs or SIGMETS for that turbulence? Sounded a wee bit duh duh dangerous! Especially en noche!:)
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Never do a long flight like that without filing a flight plan, talking to a briefer and looking at aviationweather.gov (first). Even if its beautiful and clear with light and variable winds, checking TFR's alone is worth its weight in gold.:D But to answer your post - I would say that flight was not dangerous.

The interesting thing was that wind predictions were 20-30 kts and they ended up being 40-60kts. Enough for me to call up FSS and update my planned arrival.

Human nature is funny though. No matter how much I know that the Canyon wall where I was crossing was below 7500, you bet I had my sectional out checking that three more times when I was forced lower, as well as plotting a new course through the canyon if needed.

I think in the 10 times I've flown over the CGN, there were only a couple that I didn't experience loss of altitude. This was more than usual, though.
 
Instrument Begins!

I almost can't believe how long its taken, but tonight I am beginning my IFR course!

The plan is to meet from 10pm-6am each night for the next couple of weeks to knock it out. Over the last few days I started studying again, and it goes without saying that I am VERY excited to get going. :D
 
Re: Instrument Begins!

sdfcvoh said:
I almost can't believe how long its taken, but tonight I am beginning my IFR course!

The plan is to meet from 10pm-6am each night for the next couple of weeks to knock it out. Over the last few days I started studying again, and it goes without saying that I am VERY excited to get going. :D
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Wow...graveyard class? Is there a discount?:sarcasm:
 
It officially began last night: Back into the training bit full time. Its really motivating to be back in the swing of things, and it gives me that urge to learn; which was waning a bit after a month of slow-go. I'm a little numb after being up all night, and really haven't been able to sleep today:crazy:, so tonight will probably be a bit of a test! That said, this is fun.

Last night I met up with my CFI at about 10pm, and started out with a couple hours of ground. We went over the usual beginning stages of instrument training - Understanding Holds. Having spent the last few weeks studying procedures in the book, and of course reading Skidz training blog posts:nana2:, it was nice to be able to talk with someone one on one about the different entry methods, etc.

The way our schooling time blocks are setup consists of two hours ground, two hours in the plane, short break (coffee! at 3am), then repeat. So, after a couple of hours of ground, we headed out for the real deal. And when I say the real deal, I mean holds, holds, holds, holds, and more holds. Did I mention the holds?

Its been a couple of months since I flew under the hood, so I was a bit concerned about how that would go. But, things seemed to click pretty well, and I was happy that I didn't bring up any of the Curry Tofu stir fry I'd made for supper. Sort of devilishly, I made sure my supper consisted of some strong spices, just in case my CFI made it a roller coaster ride. That way we'd both regret something:D.

After a couple of more hours ground, we went back up and did more holds, a few NDB holds and approaches, and then a couple ILS approaches. I've got to say that its really cool to hit minimums, remove the hood, and POW, there's the runway (way the hell off to the right!) Just kidding, but I did spend a little time chasing needles on the first one. I'm sure it won't be the last time I'm chasing needles.

Hope I didn't jinx myself about the food coming up bit. Just in case, I've got some wicked "garlic destructo" lasagna cooking right now... More tomorrow - thanks for reading!
 
I'm glad you had fun Scott :D I lost my instructor this week for good, and the new one just rocked my world upside down and sideways. Went through couple ILS approaches and a VOR/DME approach, we will probably do few more and then we will work on cross countries.
 
Day 2

Second verse, same as the first... A bit more on the tired side, but tons of holds, and an approach until we figured out that both NAVs were not behaving well in the plane last night. Makes it tough to shoot a VOR approach without being able to rely on tuning in an accurate radial.:crazy:

One great thing is that after sleeping on it, the whole approach briefing, and some of the NDB approaches/holds which were confusing late last night somehow sunk into my thick skull. Now if the plane will just behave!
 
Instrument Day 3

Tonight was the first night I felt awake - probably because I found the coffee stash in the pilot lounge. The last couple of nights have been pretty rough.

As usual, after a couple hours of ground (and a gallon of the aforementioned coffee) it was off to fly. This time, I filed my first real IFR flight plan. That was cool - I guess its probably cool for everyone. We took off from RYN doing the RYN departure procedure, and headed north to FLG. It was interesting overtop of PHX, there were wind shear warnings going on below. It was pretty bumpy, and at 10,000 we hit true IMC. Very cool. Climbing to 12,000 and keeping an eye out for icing, the IMC disappeared around Payson. It was a pretty uneventful flight. Actually, I like the IFR bit. Its easier to get somewhere than just doing VFR, big time!

After a quick fill up at FLG (burrrrr - cold!) it was back to RYN. More IMC north of and into PHX. Also, we got tossed around like a rag doll between PHX and RYN. (fun!) Did my first complete ILS approach on my own, and landed back at RYN.

This flying stuff is okay with me.:)
 
Day 4
Instrument

Ah, the weekend. Although the last few days have been awesome/back into the swing of "real" training, I'm ready for a break today. These nights are killin' me!


Last night was much like the first three, starting off with ground. Once ground finished, we headed out for another x-country, this time to Prescott. Our filed altitude was FL100, but we got assigned FL120 after a little while. After about 1hr 30min at FL120, both of us were starting to feel the altitude. (No comments from peanut gallery, please:).) I finally called center up and asked for lower. Unfortunately they couldn't give it to us. After another 15 minutes, I called back and told the guy that we'd really like to drop down to FL100, since my instructor's jokes were actually starting to get funny. I think he got it, b/c he was laughing so hard he could barely give us the new altitude. That was funny.

I don't know if its normal, but we got dumped onto the PRC approach way too high. I cut the power and slipped her down, and somehow got onto GS. After a quick stop, we headed back south over PHX to RYN for another ILS, and called it a night.

Thanks for reading!
 
Great reading. :) So whats up with your schedule? I havent come across flight training before that starts at 10pm.

Ciao
 
bunghole said:
Great reading. :) So whats up with your schedule? I havent come across flight training before that starts at 10pm.
Ciao
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Hey thanks ... well the 2200-0600 deal is just how they do it here for instrument. I think in the grand scheme of things it makes the training more thorough. Late at night you can't really cheat if you look out of the hood. Plus real world, having to switch to weird hours is kind of real world aviation career prep. I guess there will be times in the future I need to be on my toes with some weird hours.

After active duty in the early 90's, I know how to deal with sleep deprivation under stress. I think if I owned a flight school, I might do the same as I'm stuck with right now. But ... 0800-1600 sounds pretty rockin' right now!:) I slept more than 3 hours for the first time this whole week today.:crazy:
 
sdfcvoh said:
Hey thanks ... well the 2200-0600 deal is just how they do it here for instrument. I think in the grand scheme of things it makes the training more thorough. Late at night you can't really cheat if you look out of the hood. Plus real world, having to switch to weird hours is kind of real world aviation career prep. I guess there will be times in the future I need to be on my toes with some weird hours.

After active duty in the early 90's, I know how to deal with sleep deprivation under stress. I think if I owned a flight school, I might do the same as I'm stuck with right now. But ... 0800-1600 sounds pretty rockin' right now!:) I slept more than 3 hours for the first time this whole week today.:crazy:
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Thats a trip...good for you! Is there others in your program that share the same training schedule or is this kinda unique?
 
wow - Time flies when you've got a cold! The last week I've been battling a cold, combined with doing nights for instrument. And - this little bit of the fact that my wife and I bought a house in Tucson and have been moving in ... whew! Just a slightly overwhelming week.

My CFI and I have both been trying to adjust to the night schedule. The school does routinely schedule IFR training courses at night, and unfortunately b/c of all the extras in my life right now, the last week has been a bear! But so much for the complaining - I'm flying! So who cares!

Instrument training has been going very well. We've been doing long cross-country's about every night. During the day I've been spending time seeing just how much stuff I've already forgotten from the PPL taking Sporty's online FAA tests. jeez. I swear some of those questions are worded by people who wouldn't even know how to shake your hand if they ever were forced to have human contact ... what's the deal with that?!

I'm constantly amazed at how "easy" it is to fly an instrument flight plan. I somehow thought that this would get harder, when in actuality it is a ton easier filing an IFR than just calling up for flight following doing VFR x-country's.

Approaches are going very smoothly. The biggest hurdle I've run into is just me simply trying to over-complicate plates. Just my nature I guess. I'm not a huge fan of trying to figure out some of the NDB vectors at 3am when I can't focus on my name, but at least I'm not falling asleep with the AP on heading overtop of Denver:crazy:.

Last night we flew into SAN from RYN. Its the first time I've been into traffic quite that busy - or at least the first time I've been in the lineup with that much volume. I loved getting all the descend to and vectors. Everything went smoothly until tower sent us on short final just about right up the a$$ end of a 737 that was taking off. So much for tower spacing for wake turbulence! I landed long to avoid the inevitable, but not before tower called up and reminded me that we were cleared to land - I politely told him that we were landing long to avoid WT. Not much else we could do. I figured on the turnaround after fueling that he'd have me sitting for an hour, but I guess it wasn't a big deal, as we got out of there pretty expeditiously. It was very cool sitting in line waiting to take off with CRJ's, 737's, etc., on every side of us.

Depending on when I get in to take my written, I'll probably do the oral and checkride either at the end of this week or beginning of next. :)

Thanks for reading!
 
Tonight was probably the hardest (at least in my mind) of all the Instrument training to date. I'm sure its from the cold I'm trying to clear out; but tonight from the moment I put the hood on until the final approach to full stop, I felt like I was in a hard right bank. It was interesting to say the least. What a great hard core way to practice combating SD. I have a bit of a headache now that I'm guessing is the beginning of some motion sickness from almost three hours of SD: I don't wish that on anyone!

Tonight also brought to the front that I'm having the hardest time with NDB holds. I don't know why, but its just harder for me to visualize them. That sounds kind of dumb when I think about it . . . I'm sure that after the next few days I'll get them drilled deep enough in that they stick.

Another 3 hours and 5 approaches tonight. Oh yeah - absolutely greased the final full stop - best landing to date. I mean, greased like, "Are we on the ground?" That'll be the last one of those for another few years! :D
 
Hard to believe, but I'm pretty much done with my Instrument course as of tonight. The last couple of weeks, training nights, combined with moving into a new house during the day, studying, and one rockin' cold really made this a push for the old sdfwtfabcdefg.

I did a pseudo stage-check tonight, and have scheduled my written for Friday. The final stage-check should be Monday with the ride scheduled for Tuesday. Honestly, I can't wait to do these approaches and holds with daylight as my light source. As much as I love flying - I'm glad that this last bit is approaching a conclusion!

My only interesting story of the evening is getting as close as I've gotten to grabbing the zip-lock freezer bag, right during the final approach of the night. Tired (seriously have not slept enough for like two weeks), draining out the cold, and getting tossed around pretty decently on the hold pre-approach: I briefed, intercepted GS, hit the OM, and felt like I was literally spinning to the right. I'm talking hard core, too. Serious high-school first time too much drinking spinning action. I told my CFI that I might have to hand over controls close to the MM just in case I called unsafe. Seriously - my eyes were starting to swim- wow - had to strain to focus on the DME while cross-checking.

I breathed through it, and with my CFI verbally double checking that I was capable of landing, I confirmed, pulled the hood off at mins and set her down. I was shaking as we taxied back to the ramp. Glad that didn't happen alone in IMC on a real approach. But - glad I've gotten that one under my belt, too. Me needy sleepy!:crazy:
 
So although I'm done with the "official" part of my IFR training... Today, yesterday, and tomorrow have all been true IMC conditions around Tucson. A once in 5 year situation I guess! Anyway...

Tonight I met with my CFI at 5 and we went up to shoot some real stuff. It was awesome. Did the normal "lap" that we do to get all the area holds and approaches. But tonight, oh tonight, IMC. It probably struck me most of all tonight that I, personally, have been IMC for the last two weeks (with the hood.) So getting into actual simply meant that the hood comes off. My CFI, on the other hand, who I think is a great pilot, hasn't been. So I certainly noticed some tendencies from him tonight that he wasn't as comfortable as I was.

We held at LIPTE NW of TUS for about 1/2 hour (most being waiting for the big boys to get in) before being cleared for the VOR approach to 11L. There was one point coming into the hold position before beginning the outbound leg that just threw us around like a toy every time. It was awesome. After finally being released for the approach, we flew to minimums and went missed. Then, direct to WHITN for the NDB approach to RYN.

It was insanely windy for a 172 in the holds, at least I thought. I was 30deg off to keep the correction angle at some points. Eventually, after shooting the NDB approach to RYN, we went missed and headed back out to DRIBB. Now, I've got to explain that drib is a hold point based on an NDB and a radial off of TUS. A little while from now I'll laugh at the way I thought it was tough. But, baby, its tough. Then add a serious wind. I loved it. We hit it pretty much on the money, went for another lap, then called for the ILS into RYN for full stop. DH for the ILS into RYN is 200'. We saw the runway at 250'. Money.

There is nothing in this world, other than climbing Mt. Everest, that I could be doing to get me going like this does. I hope, that somehow, there will someday be a reader who reads one of my sentences and takes this plunge the way I have. If I can bring out the happiness and contentment I feel every time I put a plane to bed on the tarmac, I will have done something good.

I'm where I belong. ...thanks for reading!
 
sdfcvoh said:
There is nothing in this world, other than climbing Mt. Everest, that I could be doing to get me going like this does.
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So, Mt. Everest comes after you get your instrument? Or you just gonna knock it out this weekend? :D:D:D:D
 
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