Night cross country

Decided to just go ahead and finish up the night time while we waited to schedule another day cross country. I planned a trip to Santa Barbara (SBA), using easily recognizable landmarks. Turns out that picking a lake as a checkpoint at night doesn’t work real good – they are pretty DARK. We headed out around 9:00, towards the Fillmore VOR. Turns out you CAN see that at night – they put a light on top of it. The coastline, towns and airports (those with beacons anyway) all make fine checkpoints. I spotted the beacon at Santa Barbara 20 miles out.

Landed, taxied back for takeoff and came home. Great flight! Kent decided that we’d do one more dual cross country (to Apple Valley, next week) and then he’d cut me loose for a solo cross country. In the meantime, I’m studying every night for the written, and going through a book on acing the oral as well. I’m still probably 6 weeks or more away from a checkride, but I want to be prepared.

Night flying

Tonight we decided to get in some night and hood time. Got airborne and was amazed by how beautiful it is at night. After about 3 minutes of marveling at the beauty, Kent had me put on the hood. Very interesting. It basically takes all of your concentration to keep the plane straight and level. We flew to Camarillo (CMA), landed and then took off to head back. Stayed under the hood for the whole time, even flew the ILS approach into Van Nuys. Great lesson – can’t wait to fly more at night.

Second cross country

For the second x/c, I had planned a flight from Van Nuys to Santa Maria (SMX), but when I got in the plane, Kent wanted me to divert to New Cuyama (L00) instead. I calculated the new heading and leg time, and off we went.

This time the plan was for me to do all of the navigating myself, with Kent just letting me make mistakes. Fortunately there would be none of that. The wind was a bit stronger than expected, so our times were behind a bit – but uniformly so. I hit all of the checkpoints, and used VOR’s for last legs. Once I spotted L00, I got in the pattern and made a reasonable crosswind landing on the narrowest runway I have ever seen. We parked the plane, and headed to Burger Barn (I’m guessing the ONLY restaurant in town) for a quick bite. The flight back we planned to go north past Mount Pinos, then straight south following I5 back to VNY. We even diverted to look at other airports on the way. All in all, a great trip and I learned a lot. One more dual, and I’ll do a solo x/c!

First cross country

Today I did my first dual cross country with Kent. It was also my brother’s 21st birthday, so I thought I’d take him along as well. I planned a trip from Van Nuys (VNY) to Big Bear (L35) via the Pomona VOR (POM). Kent and I had gone over the planning earlier in the week, so that was all nailed down. We debriefed over breakfast at a nearby restaurant, called for a weather briefing and filed a flight plan. Then it was off to the airport for preflight, including what to do about fuel. With the three of us aboard, we were too heavy to carry full fuel. Turns out there was enough out of the tanks to go.

The first problem was that the tower had us fly out a ways before we could start our own navigation, which threw me off a bit, but nothing major. Next was my airspeed. When you plan to climb out at 80 knots, you really NEED to climb out at 80 knots. This REALLY did some damage to the plan, since it took us longer (and therefore more distance) to climb to cruising altitude. The rest of the ride was uneventful, with location of all checkpoints and a solid landing at Big Bear. We reviewed over coffee, and then planned to come home the same way. A bit of fuel and some clean windows, and we headed back. Takeoff performance was a solid 100 foot per minute climb. Density altitude is not something to be taken lightly. The flight back was as planned, hitting all checkpoints even in haze.

All in all, a great learning experience. We’ll plan another soon to keep up the pace, and then get ready for my solo cross countries!

2.2 hours/ 41.7 /3.0

Contemplating a change

I had another solo scheduled today, but started thinking about the state of my training. In short, I just don’t feel like I’m being given the support I need to complete my training at a pace I feel comfortable with. In other words, Richard is too busy to answer questions on the phone when I have just one or two, and would rather answer them during a ground school session ($30/hour) instead.

So it got me thinking about what I might do. It then occurred to me that given my current time situation (more busy during the week) and the fact that daylight savings time is here, Kent was now a possibility again. I never had a problem with Kent’s instruction in the first place – it was mainly about the fact that he couldn’t do it during the week. I gave him a call and asked if he wanted to fly with me to check my progress. I had the plane scheduled at 5:00, but he couldn’t make it until 6:00, so I figured I go do some solo work anyway.

Pretty routine by myself – with one exception. On my first trip around the pattern, I was told to follow a Cherokee TURNING final while I was just about to turn base. I looked for him, and saw him ON final, no factor for me at all. I gave him a little extra room, and then turned base. Getting set up for landing, I noticed something strange – another Cherokee about 1 mile in front of me and 300 feet below me! It was a DIFFERENT plane! Just as I got ready to go around, the tower told me to turn left back to the downwind for separation. She may have thought it was her fault, but I’m sure it was mine. Threw off my landing too – had to go around anyway when I found myself 300′ above the threshold.

Came back and got Kent. We flew out to the practice area, did some stalls, slow flight, tracking a VOR, emergency procedures, steep turns, etc. Came back and did a few landings, including a long landing to finish up. This was quite fun. The trick is to come in over the numbers at about 100 knots, round out, bleed off speed until you get to 85 knots, and throw in full flaps. You really have to hold the nose down, but then the plane just settles on the runway, and you save yourself all that taxiing. Cool!

Afterwards we talked, and Kent assigned me a cross country to plan. Gave me all the numbers, and said to call with questions. Much better. Richard is a great instructor, and did a fabulous job of getting me to solo, but it’s time to move on.

1.7 / 39.5 / 3.0

All by myself

Today was my first unsupervised solo. I just scheduled the plane, went to the airport, and flew. The weather was looking like it might not cooperate – low ceiling in the morning, high winds at noon. By 3:00pm it was all in order, and so I went. Pretty basic, really. Just touch and goes (4) and one go around. The wind was real variable, so it kept things interesting. The cool thing was being all alone. I did everything the same, just a little more careful.

1.0/37.8/2.3 – that’s Today/Total/Solo

Final supervised solo!

Weather this morning was dismal – 800 foot ceilings – so I figured the last supervised solo would have to wait. Turns out Richard’s schedule was wide open, so if it cleared we could go. By noon it was marginal (according to his minimums for my soloing), but we decided to meet at 1:30. It was just at his minimums (5 miles visibility, 3000 ft ceilings, wind 12 knots or less) so we went. Same as yesterday – 3 touch and goes, full stop, kick him out. Then two touch and goes and a full stop by myself. Today everything worked great. The approaches were all stabilized, the landings smooth. I felt so comfortable up there, I could have flown all day.

When we were done, Richard signed me off to do solos whenever I want, but he still wants to assign exactly WHAT I’ll be doing. Still in the pattern at the moment, but soon he’ll clear me out to the practice area for maneuvers. We also talked a bit more about the planning for my first cross country (to Big Bear) and doing some night flying next week.

This is really the major milestone of learning to fly. Not that the rest – navigation, planning, performance – are unimportant. It’s just that the hardest part – learning to fly the plane – is mostly done.

1.2 hours/36.8 total/.4 solo/1.3 total solo

Second supervised solo

Richard’s training syllabus calls for 3 supervised solos on 3 different days before allowing me out on my own. Since Richard NEVER deviates from his syllabus, that is what we are doing. The reason for 3 different days is to solo in different conditions. It was different today, alright. Wind at 140@12, just left of the runway.

We did the requisite 4 touch and goes and then a full stop, and out he went. It was getting windier as the day wore on, so I was being extra careful. I was much calmer today, which was good considering the increased difficulty of the landings. First one was OK, a tad harder than I wanted, but not bad. The next one was just plain UGLY. Arguably the worst landing I’ve ever done. It really should have been a go around. I bounced it not once, but THREE times, and by the time is was down, the nose was pointed well left – heading towards the grass. I got it back in time, but it still scared me. Last time around was for a full stop, following another Cessna. This guy apparently just shut off his radio after he was cleared to land, because that was the last anyone heard from him until he contacted ground. He was slow getting off the runway, so the tower told me to “be prepared to go around”. I was prepared all right – so prepared that I wasn’t even ready to land. Turns out he got off the runway just in time, but I was too high. I tried to get it down, and about 15 feet over the runway, a little voice said “Don’t be stupid – just go around”. So I did. Last landing was another bouncer, but not bad considering the wind.

Overall a very good experience, and a real confidence builder. One more supervised solo, and I can venture out on my own.

1.4 hours/35.6 total/.5 solo/.9 total solo

Solo, baby!

Finally – the day every student thinks may NEVER come! I was pretty sure today would be it – weather was perfect – but you never know until your CFI gives you the go ahead.

Pre-flighting the plane I realized that it hadn’t been fueled since the last flight. Luckily a truck came by, I flagged him down and had him top it off. Everything else was fine, and off we went. Richard wanted to do 4 touch and goes and a full stop, then we’d see about me going solo. The first three ended up being go-arounds – just nerves I guess. I pulled it together after that, and made some nice landings. We taxied over to the “CFI bench” (a luxurious yellow bus bench for CFI’s to watch their students solo) and Richard signed all my paperwork and hopped out. He asked for 2 touch and goes and then a full stop – and don’t forget to pick him up. He shut the door and I was ALONE. Egads.

Taxied to the hold line, keyed up the mike and said “Van Nuys tower, Cessna 2257 Echo holding short of 16 L, ready to go, stay in the pattern for my first solo flight”. They cleared me immediately. I pulled into position, took a deep breath, and pushed the throttle in. Before I even hit the numbers the plane was airborne! Everything was routine – just the way I wanted it. Reported downwind, before landing checklist, start descending. On final everything looked great, and made a nice touchdown. Back up and around, then a full stop for my third. Taxied back to the bench, Richard hopped in, shook my hand and congratulated me.

So much work to get to this point, and so worth it. Now if I can just get this stupid smile off my face….

1.5 hours/34.2 total/.4 solo! Yee haw!

Phase check!

Today I had my pre-solo phase check with another CFI from the flight school – E.J. Fine. A very nice guy whom I’ve seen around but never actually met until today.

He showed up exactly on time, and we went right to work. He started by asking questions about the airspace in the Los Angeles area, procedures, charts, etc. Then some general questions about departing the area, and off we went. He watched me preflight, and offered up a few tips along the way, but nothing major.

I mentioned that Richard usually has me get a departure clearance to go to the practice area. He thought this was strange, but told me to go ahead. I did my run up with only a few questions along the way, and then we headed out. Once we were headed towards the practice area, he asked me to take him direct to a VOR. I told him I could do it, but that I hadn’t before, and would need the frequency. He said “Where’s your chart?”. It was in my bag. I rooted around and found it, but still couldn’t locate the VOR. He showed me where it was, and I got the frequency and tuned it in. Tracking to the VOR is no problem from there – just find out what radial you are on currently, and fly that heading. Once you get to that heading, fine tune the OBS to go straight in. I think he did this mostly to be sure I would keep flying the airplane and not get flustered.

Once at the practice area, he asked for 45 degree steep turns both ways. The chop was making it difficult, but I did a fair job of it. Next he asked me to do a departure stall. Luckily I had reviewed the procedures the night before (since I hadn’t done them in a while) and was ready. The stall broke a bit hard, and I was uncoordinated, so it started to break into a spin. No problem (thanks to spin training) – just apply opposite rudder, and all set. Next was a approach to landing stall – no problem. Then he told me to get the ATIS for Van Nuys. Thinking we were going back (which seemed very early) I started tuning it in, just as he pulled the power. I waited for him to say something like “You’ve just lost your engine”, which was a mistake. I should have assumed that was the case, and started the procedure. I trimmed for best glide, and started a gentle left turn to find a place. I took too much time looking, but finally found a place when we were about 2000′ AGL. I then started to circle around to land, but circled AWAY from the spot. He told me never to lose sight of the landing area – you may not be able to find it again. I continued circling for a while, and then he had me recover.

We were going to head back to Van Nuys for some landings, but with only one runway still in operation, it was way too busy. He told me to take him to Camarillo. No sweat – I already had the airport in sight. Just as I was about to call them up with my position, I realized I was looking at Pt. Mugu – not Camarillo. I adjusted, called in, and set up for the downwind. At that point E.J. said “You’re a bit high, aren’t you?”. Yeah – a bit. Like 2000′ too high. I put it in a left slip and lost it quickly enough to be at pattern altitude abeam the tower. The wind was across the runway at 15 knots, so this would be tricky. The first one I bounced, but recovered nicely. As we came in for the second one (a bit faster, and less flaps) he said “right rudder, left wing down” just as we crossed the edge of the runway. I did as I was told and made a great landing.

We headed back home uneventfully, made another good landing and taxied back to debrief. Overall he thinks I’m more than ready for solo, and characterized his criticisms of my flying as “nitpicking”. I should be flying alone at some point Monday morning. Wow – I can hardly believe it.

1.5 hours/32.7 total