SDFCVOH's Flight training thread.
- Thread starter sdfcvoh
- Start date
NW_Pilot
Well-Known Member
Congrats...welcome to the club!
sdfcvoh
This is my Custom Title
DAY7
Steep turns baby!
After a couple class hours going over weather we headed out for steep turns, soft field landings/takeoffs, and short field landings/takeoffs. More crosswind work (this time with even more crosswind) and then lunch.
In the afternoon I headed out solo again and after a few TnG's in the pattern at RYN headed NW to the practice area and worked on maneuvers.
I did some slow flight, and steep turns, then decided it was time for stalls. Now - I've got to mention that the first time you practice a full stall while solo is a bit of a reality check! Stalls don't bother me a bit, but the first solo stall is truly a reality check. And that first power on stall kicked over like a mule! After I put my stomach back into its place (and wiped the grin off my face b/c I would love to have seen my wide eyes when it kicked) I got back into more stalls.
After a while I got board of stalls and dizzy with the steep turns so I headed back to the airport for a dozen touch and goes. I've got to say that the controllers at RYN rock. I'm sure this place is no different than most controlled D fields, but these folks are great. Just a side note...
Until Tomorrow!
Steep turns baby!
After a couple class hours going over weather we headed out for steep turns, soft field landings/takeoffs, and short field landings/takeoffs. More crosswind work (this time with even more crosswind) and then lunch.
In the afternoon I headed out solo again and after a few TnG's in the pattern at RYN headed NW to the practice area and worked on maneuvers.
I did some slow flight, and steep turns, then decided it was time for stalls. Now - I've got to mention that the first time you practice a full stall while solo is a bit of a reality check! Stalls don't bother me a bit, but the first solo stall is truly a reality check. And that first power on stall kicked over like a mule! After I put my stomach back into its place (and wiped the grin off my face b/c I would love to have seen my wide eyes when it kicked) I got back into more stalls.
After a while I got board of stalls and dizzy with the steep turns so I headed back to the airport for a dozen touch and goes. I've got to say that the controllers at RYN rock. I'm sure this place is no different than most controlled D fields, but these folks are great. Just a side note...
Until Tomorrow!
sdfcvoh
This is my Custom Title
he sees dead people now:yup:
Kevin.Held
Well-Known Member
Not to be cheesy but your updates are helping a prospective student who's very close to making that jump into aviation.
Thanks for what you're doing. I hope it keeps going as well for you as it has been.
Thanks for what you're doing. I hope it keeps going as well for you as it has been.
sdfcvoh
This is my Custom Title
DAY8
Long Solo Cross Country (well sort of!)
Today was a day I was really looking forward to - my first long cross country solo. After all of those hours 15 years ago on Flight Sim (and yes - my first flying experience was on version 1 on a 16 color IBM PCjr - state of the art, baby!) I was looking forward to some VOR navigation on my own. The plan was to follow a route down to Bisbee Douglas that I had followed before. That was the plan . . . but mother nature had some other thoughts for the day!
The first part of the flight went great. Heck - I even whipped out my ipod and plugged it into my headset (and for anyone worrying - it cuts out immediately when there is traffic on the radio or even through my mic if i try to sing along! So no sing alongs...)
I finished my first leg and did a full stop down at DUG, then hopped back in the plane after a quick break and got ready to head NNE for the second leg. There were some pretty significant clouds building in that very direction, so I got center on the radio once I got some altitude (mountains) and asked about flight following and any METARS. While talking to a briefer, I quickly realized without anyone's help that I wasn't going to be able to head the direction I'd planned. And after confirming with Center (and these folks are AWESOME) that I would be busting into IFR, I did a 180 back South to DUG. As a matter of fact, I landed in MVRF conditions that probably weren't even MVFR anymore. Without a doubt, the strongest crosswind/gusty landing so far, but it went off great.
After about an hour in DUG, and a couple phone calls to WXBrief and my CFI, I got the okay to deviate from the original plan, and headed due West toward Nogales (OSL), hoping that I could then go north to TUS. As a side note, there is a Restricted area that leaves almost a two mile wide corridor between it and the Mexican border, neither of which I wanted to bust. But I knew this was my only chance to get within 100 miles of home, and not have to sleep in the plane.
When I finally took off from DUG, I realized that I might be doing a bit more MVFR than probably recommended, but I felt comfortable enough to handle the conditions. After passing over P04 (Bisbee) I called up Albuquerque center since I'd gained enough altitude, and asked about some Flight Following through that narrow corridor. Luckily, they Squawked me and passed me off to Libby (the Military command of that restricted space.) There are some pretty decent peaks between Libby and the border, and I was too low for Libby to get me on radar. So I climbed up to 10500 and they picked me up; and let me know that I about needed to get my passport out.:bandit: Just in time to pick up the VOR out of Nogales and not have to worry about that. The only thing that was a bit unplanned with that portion was that in getting high enough for Libby radar, I started to seriously bust into some IFR. I told Libby center that I was above my own level, and got back lower. (on another side note, I would never bust a cloud just to do it right now, but in this case I thought with the circumstances, a moment above VFR to get a true position was worth it. Plus I knew to fly the instruments only at that point.) Also, I expected that Libby wouldn't be very helpful for some reason, and they were the exact opposite. I'm learning that flying people are good people.
After dodging some clouds and hugging the side of a couple mountains - but not that close - I descended into Nogales. The approach into Nogales from the East is AWESOME! You come down over a couple of ridges right into a left base and a quick turn to final, descending pretty quickly. I got into Nogales just as the weather closed in, and just kicked back in the terminal for the unknown. Nogales, btw, has a great terminal, with some really nice folks hanging out. I can't wait to stop back in someday.
Nogales got seriously socked in, and I wasn't quite sure what would happen since NOAA said it was going to last until after dark. There were even two 1900's sitting there with UPS cargo for PHX that weren't even moving. So I knew my butt was staying put, too.
As things do tend to come together, I ran into a CFII who was just finishing up ferrying a plane from OH to Nogales, and we talked for a while. Turns out, he had to catch a plane out of TUS early in the morning, and was still hoping his ride would show for the drive to TUS. So, to make a super long story not much shorter, we waited another couple of hours until he was comfortable, filed an IFR plan for the trip back, and actually were able to make it back to RYN in VFR, landing just as it was getting dark. Hey - my first night landing, too(well - dusk). So I guess I sort of completed my Solo XC.
All in all a great day. I guess it would have been a shorter day had the weather cooperated, but I liked having to use my head a few times, change my route a couple of times, and do some flying that I normally wouldn't have on any other clear, sunny, Arizona day.
Thanks for reading!
Long Solo Cross Country (well sort of!)
Today was a day I was really looking forward to - my first long cross country solo. After all of those hours 15 years ago on Flight Sim (and yes - my first flying experience was on version 1 on a 16 color IBM PCjr - state of the art, baby!) I was looking forward to some VOR navigation on my own. The plan was to follow a route down to Bisbee Douglas that I had followed before. That was the plan . . . but mother nature had some other thoughts for the day!
The first part of the flight went great. Heck - I even whipped out my ipod and plugged it into my headset (and for anyone worrying - it cuts out immediately when there is traffic on the radio or even through my mic if i try to sing along! So no sing alongs...)
I finished my first leg and did a full stop down at DUG, then hopped back in the plane after a quick break and got ready to head NNE for the second leg. There were some pretty significant clouds building in that very direction, so I got center on the radio once I got some altitude (mountains) and asked about flight following and any METARS. While talking to a briefer, I quickly realized without anyone's help that I wasn't going to be able to head the direction I'd planned. And after confirming with Center (and these folks are AWESOME) that I would be busting into IFR, I did a 180 back South to DUG. As a matter of fact, I landed in MVRF conditions that probably weren't even MVFR anymore. Without a doubt, the strongest crosswind/gusty landing so far, but it went off great.
After about an hour in DUG, and a couple phone calls to WXBrief and my CFI, I got the okay to deviate from the original plan, and headed due West toward Nogales (OSL), hoping that I could then go north to TUS. As a side note, there is a Restricted area that leaves almost a two mile wide corridor between it and the Mexican border, neither of which I wanted to bust. But I knew this was my only chance to get within 100 miles of home, and not have to sleep in the plane.
When I finally took off from DUG, I realized that I might be doing a bit more MVFR than probably recommended, but I felt comfortable enough to handle the conditions. After passing over P04 (Bisbee) I called up Albuquerque center since I'd gained enough altitude, and asked about some Flight Following through that narrow corridor. Luckily, they Squawked me and passed me off to Libby (the Military command of that restricted space.) There are some pretty decent peaks between Libby and the border, and I was too low for Libby to get me on radar. So I climbed up to 10500 and they picked me up; and let me know that I about needed to get my passport out.:bandit: Just in time to pick up the VOR out of Nogales and not have to worry about that. The only thing that was a bit unplanned with that portion was that in getting high enough for Libby radar, I started to seriously bust into some IFR. I told Libby center that I was above my own level, and got back lower. (on another side note, I would never bust a cloud just to do it right now, but in this case I thought with the circumstances, a moment above VFR to get a true position was worth it. Plus I knew to fly the instruments only at that point.) Also, I expected that Libby wouldn't be very helpful for some reason, and they were the exact opposite. I'm learning that flying people are good people.
After dodging some clouds and hugging the side of a couple mountains - but not that close - I descended into Nogales. The approach into Nogales from the East is AWESOME! You come down over a couple of ridges right into a left base and a quick turn to final, descending pretty quickly. I got into Nogales just as the weather closed in, and just kicked back in the terminal for the unknown. Nogales, btw, has a great terminal, with some really nice folks hanging out. I can't wait to stop back in someday.
Nogales got seriously socked in, and I wasn't quite sure what would happen since NOAA said it was going to last until after dark. There were even two 1900's sitting there with UPS cargo for PHX that weren't even moving. So I knew my butt was staying put, too.
As things do tend to come together, I ran into a CFII who was just finishing up ferrying a plane from OH to Nogales, and we talked for a while. Turns out, he had to catch a plane out of TUS early in the morning, and was still hoping his ride would show for the drive to TUS. So, to make a super long story not much shorter, we waited another couple of hours until he was comfortable, filed an IFR plan for the trip back, and actually were able to make it back to RYN in VFR, landing just as it was getting dark. Hey - my first night landing, too(well - dusk). So I guess I sort of completed my Solo XC.
All in all a great day. I guess it would have been a shorter day had the weather cooperated, but I liked having to use my head a few times, change my route a couple of times, and do some flying that I normally wouldn't have on any other clear, sunny, Arizona day.
Thanks for reading!
sdfcvoh
This is my Custom Title
I remember reading some other posts when I was in your shoes a very short while ago. I sure hope this helps you make the decision which suits you best!
NW_Pilot
Well-Known Member
Flying around in the pattern is good, doing stalls out in a practice area is even better, but actually getting out there and seeing an entire reigon and all it can dish out is the best. I love to go somewhere when I fly and see what the "world" has to offer, interacting w/ATC & Center is awesome and like you said " Flying people are good people" it's true. Everyone i've ever met in aviation has always been really cool. Great write up and hope to see another tomorrow!
Crockrocket94
Well-Known Member
Love the write ups! Keep em coming
Always good for prospective students!
Always good for prospective students!
skidz
Well-Known Member
Your progress is pretty amazing this far. I think it's better to learn to fly by flying often like you do. Sometimes I wish I could have done the same, because it took me about 6 months for my ppl for various reasons. I think you're giving a good example to newbies who are thinking about flying. It is important to have all the funds set up ahead of the training and then fly as much as possible. :rawk:
sdfcvoh
This is my Custom Title
DAY9
I keep saying, "Somebody pinch me!"
After a little ground this morning, I went out for X-Country version 2. Not nearly as exciting as yesterday, but still some weather along the route to keep things interesting. The plan was to head NW out of RYN and catch the TUS VOR to Gila Bend. It was beautiful outside, and I completely enjoyed the first leg. After touching down in Gila bend, I stopped to make sure I was dialed in for the next portion; North up to Buckeye. Buckeye is about 1 mile to the West (maybe a little further) of PHX's class B outer band, so I was careful to stay to the West, and after having a little trouble finding the airport, it appeared to my right just about the time I was going to pull up the GPS to double check my work.
A little story about Buckeye: I stopped in to get some water and talk to a man about a mule, and when I was in the bathroom, well involved, I noticed this nice bold printed sign that said "WARNING Rattlesnake Activity Reported IN and Around Airport Buildings." Guess who took a quick glance under the toilet!? So with no rattlesnakes and ready to head home, I got back into the plane and took off to a basic backtrack of the same route.
As I got close to Gila Bend and hung a left back to Tucson, there were already some dark clouds building. Arizona weather is interesting this time of year, and I'm glad that I'm having to fly through and around some of this stuff, since its great experience compared with the normal clear blue sky. There is a restricted area that parallels the route I was taking SE to Tucson, and unfortunately the weather totally forced me South into it. I had raised Gila Bend AFB on the radio earlier to make sure they knew I wasn't doing it on purpose, and the guy was cool enough to pass me off to their range frequency just in case. The voice on the radio said "There's about a 3 mile buffer South of the interstate before you get into the R-area." ...And since I was totally over that line I told him that as soon as I could go north I would - but there was no way I could get around the weather. Again - cool folks. I like this flying stuff.
A quick IFR note: My CFI told me that a study of VFR pilot crashes when forced into IFR conditions generally resulted in about 45 seconds until impact. The lesson: use those instruments and do NOT trust your inner gyro. Once more: Use those instruments!
Eventually it cleared and I picked up my original radial, onto Marana for a couple TnG's and then back to RYN.
I think my checkride is scheduled for one week - so I'm going to be spending a lot of time practicing maneuvers tomorrow and for the next few days. Until tomorrow!
I keep saying, "Somebody pinch me!"
After a little ground this morning, I went out for X-Country version 2. Not nearly as exciting as yesterday, but still some weather along the route to keep things interesting. The plan was to head NW out of RYN and catch the TUS VOR to Gila Bend. It was beautiful outside, and I completely enjoyed the first leg. After touching down in Gila bend, I stopped to make sure I was dialed in for the next portion; North up to Buckeye. Buckeye is about 1 mile to the West (maybe a little further) of PHX's class B outer band, so I was careful to stay to the West, and after having a little trouble finding the airport, it appeared to my right just about the time I was going to pull up the GPS to double check my work.
A little story about Buckeye: I stopped in to get some water and talk to a man about a mule, and when I was in the bathroom, well involved, I noticed this nice bold printed sign that said "WARNING Rattlesnake Activity Reported IN and Around Airport Buildings." Guess who took a quick glance under the toilet!? So with no rattlesnakes and ready to head home, I got back into the plane and took off to a basic backtrack of the same route.
As I got close to Gila Bend and hung a left back to Tucson, there were already some dark clouds building. Arizona weather is interesting this time of year, and I'm glad that I'm having to fly through and around some of this stuff, since its great experience compared with the normal clear blue sky. There is a restricted area that parallels the route I was taking SE to Tucson, and unfortunately the weather totally forced me South into it. I had raised Gila Bend AFB on the radio earlier to make sure they knew I wasn't doing it on purpose, and the guy was cool enough to pass me off to their range frequency just in case. The voice on the radio said "There's about a 3 mile buffer South of the interstate before you get into the R-area." ...And since I was totally over that line I told him that as soon as I could go north I would - but there was no way I could get around the weather. Again - cool folks. I like this flying stuff.
A quick IFR note: My CFI told me that a study of VFR pilot crashes when forced into IFR conditions generally resulted in about 45 seconds until impact. The lesson: use those instruments and do NOT trust your inner gyro. Once more: Use those instruments!
Eventually it cleared and I picked up my original radial, onto Marana for a couple TnG's and then back to RYN.
I think my checkride is scheduled for one week - so I'm going to be spending a lot of time practicing maneuvers tomorrow and for the next few days. Until tomorrow!
sdfcvoh
This is my Custom Title
Getting Nervous
Well - D-day is fast approaching. I've been studying as much as humanly possible, and feel somewhat confidant about most of the written test. But the Airspace Classes (specifically E and G) are killing me! I've been taking as many practice tests as possible - and although I'm yet to fail one, I'm also yet to get above an 85%. And its always something to do with those two classes, and of course a couple of other bonehead mistakes:crazy:.
As far as the fun stuff goes - I got another 3 hours in today, practicing Short and soft takeoffs and landings, as well as my first real experience under the hood. Spent about 2 hours total under the hood, and I've got to say its not all that bad - I kind of liked it. I did have a couple of moments to "feel" like I was heading one way, and seeing the instruments telling me just how wrong that "feel" was! Trust those instruments. I'm pretty sure I've never written that:buck:.
Gots to keep going on the studying! My written is scheduled for Tuesday, and my checkride with the examiner is scheduled for Thursday.
Well - D-day is fast approaching. I've been studying as much as humanly possible, and feel somewhat confidant about most of the written test. But the Airspace Classes (specifically E and G) are killing me! I've been taking as many practice tests as possible - and although I'm yet to fail one, I'm also yet to get above an 85%. And its always something to do with those two classes, and of course a couple of other bonehead mistakes:crazy:.
As far as the fun stuff goes - I got another 3 hours in today, practicing Short and soft takeoffs and landings, as well as my first real experience under the hood. Spent about 2 hours total under the hood, and I've got to say its not all that bad - I kind of liked it. I did have a couple of moments to "feel" like I was heading one way, and seeing the instruments telling me just how wrong that "feel" was! Trust those instruments. I'm pretty sure I've never written that:buck:.
Gots to keep going on the studying! My written is scheduled for Tuesday, and my checkride with the examiner is scheduled for Thursday.
sdfcvoh
This is my Custom Title
DAY11
Whew - Friday. I'm wasted after the last couple of weeks. I'm sure this is nothing compared to jet transition - but for me it qualifies as at least something...
Just a short flight this morning for a couple of hours working on maneuvers for the checkride. I'm doing pretty well on everything except I need to get better with the short field landings. I practiced some short field landings today on a pretty secluded airport called Pinal with nobody in the pattern. I actually practiced my short field landings with a tiny tailwind to really force myself into getting the plane slowed down. Then after a while went around and did some normally and they were better. But I'm still a bit hot on them. I'm going to do some mental "chair flying" tonight and then do nothing but short field landings tomorrow for at least an hour before moving into some other stuff. I see no reason to be having this problem - so I need to work through it!
Looking forward to some more solo time tomorrow, and doing nothing but test test test practice over the weekend.
Thanks for reading!:hiya:
Whew - Friday. I'm wasted after the last couple of weeks. I'm sure this is nothing compared to jet transition - but for me it qualifies as at least something...
Just a short flight this morning for a couple of hours working on maneuvers for the checkride. I'm doing pretty well on everything except I need to get better with the short field landings. I practiced some short field landings today on a pretty secluded airport called Pinal with nobody in the pattern. I actually practiced my short field landings with a tiny tailwind to really force myself into getting the plane slowed down. Then after a while went around and did some normally and they were better. But I'm still a bit hot on them. I'm going to do some mental "chair flying" tonight and then do nothing but short field landings tomorrow for at least an hour before moving into some other stuff. I see no reason to be having this problem - so I need to work through it!
Looking forward to some more solo time tomorrow, and doing nothing but test test test practice over the weekend.
Thanks for reading!:hiya:
Chewie von Nubbins
New Member
Got a tip for you bro. For the short field landings, try to find an untowered airport in the vicinity that is at the smallest 3000 ft x 75 or 100. The main thing that you are looking for is a displaced threshold of around 50-500 feet of the first half of the runway. Think about it. If your goal is to hit the numbers every time, you still have a little wiggle room there with a displaced threshold. Most airfields that you might be using probably don't have this....the numbers are just a few feet from where the asphalt begins.
If you can find a situation like that, go with your CFI and practice at least 10 short field landings on that runway. The goal is to put the plane on the numbers. I too was having a bit of difficulty in hitting the numbers when my checkride was near. I got so used to using the PAPI or VASI that I really struggled with having to ignore those aids. My CFI had me do this, and it really helped my anxiety about the possibility of undershooting the runway and landing in the dirt..instead of hitting the numbers.
Hope this helps, good luck!
sdfcvoh
This is my Custom Title
Excellent - great idea. I'll take a look for a runway like that and give it a shot. I practiced them for about 2 hours this morning and it got better - but I still feel that its a real weak point for me. Thanks so much for the advice!
NW_Pilot
Well-Known Member
One of my instructors took me up to a mountainside strip about 1600x75 with a 1600' ditch for float planes to the left, and trees on the other side, and not much chance for a go around once you were commited to the landing. If you didn't have it nailed on short final that was your last chance to go around. Nothing like a "real world" situation to hone your skills.
Situations like that have made me pretty damn good at short field landings. I've impressed more than one instructor and even the examiner that did my checkride with my short field technique. Of course I had a little more time to practice cuz I had around 60hrs. when I took my checkride.
Just keep practicing those short field landings it could really help you out someday should you ever need to put her down in a small field somewhere.
Situations like that have made me pretty damn good at short field landings. I've impressed more than one instructor and even the examiner that did my checkride with my short field technique. Of course I had a little more time to practice cuz I had around 60hrs. when I took my checkride.
Just keep practicing those short field landings it could really help you out someday should you ever need to put her down in a small field somewhere.