Dave's Online Logbook

End of Discussion

2009-03-26T21:58:00.000-04:00

The adventures continue at:

http://davesweblogbook.blogspot.com/

Pitch or Power?

2007-02-19T15:14:00.000-05:00

Not flying anymore, so no new GPS tracks or flight statistics. I'm back to just reading about other people flying (sigh).

I came across a piece in the February issue of Aviation Safety. "Author Ray Leis' advice that glidepath corrections should be made as follows: "Pitch controls altitude and power is used to control airspeed."" Ray responds: "Why not fly the ILS in the same way the best designed autopilots do?"

I humbly disagree. I have found that for me, it is best to eliminate as many variables as possible. If I can make airspeed a constant (say trimmed at 90 kts), then if course is steady (sometimes a big if) then the only correction I need make is for rate of descent. I do this by adjusting power. Nose attitude holds the airspeed and subtle changes to the power setting can be used to get that 500 (or so) ft/min rate of descent.

If I'm low and fast (or high and slow), adjusting speed first with nose attitude is usually enough to stabilize the descent. Regardless, I always adjust for constant speed first. I first learned to fly precision approaches when all we had was a DG and a voice on the radio on a dark cloudy night, no needles. I was taught to get on speed, and wait until the controller said "Going slightly above glide slope". At that point I would reduce power to begin my descent. That's what works best for me.

Now, as to why not fly like an autopilot? Probably because I do better with one variable at a time, whereas the autopilot can handle many.

A Door Closes

2007-01-18T13:13:00.000-05:00

Subject: Resignation

Joe, Bob,

It is with deep regret that I must resign from participation in Superior Flight School/Flying Club. My wife and I have decided to relocate to north east Pennsylvania (KABE) for family reasons.

You have an outstanding company, and I seriously doubt I will be able to find a situation even closely comparable to what you have established at RYY. As you know, I fell in love with the Tiger, but also had some great experiences with 'the high wing wonders', and have had a great time learning to do wheel landings in the Decathlon. You have put together a wonderful staff, and I especially want to thank Andy for the hours he put in knocking off the decades of rust needed to give me back my confidence.

Thanks again for a simply fantastic experience.

Dave

Back in the Air

2007-01-06T17:03:00.000-05:00

I received this email while still on vacation in Pennsylvania:

"Just a quick note to let you know that the Decathlon, N5030G, has returned from its engine overhaul. Moose and Allison are completing the "break-in" process of the engine as we speak. We anticipate having it available for training this weekend."

Followed by this one a few days later:

"Please remember you have the following reservation on Saturday:

8KCAB N5030G beginning 01/06/07 10:00A until 01/06/07 11:30A"

The weather on Friday was horrible. A line of nasty stuff reaching from the gulf up through South Carolina blew through with heavy rain and a few whirlwinds. The forecast for Sunday was bad due to a cold front moving in from the northwest. Fortunately, Saturday was beautiful. We had light fog in the morning due to the unusually high temperatures (60s) that cleared off by mid-morning to reveal a beautiful blue sky. Visibility was better then 20 miles.

I got to airport before the CFI/owner, in time to get the Decathlon out of the hanger and start the preflight. I was nervous. It had been a long time since the last flight, and the airplane just didn't seem familiar to me. Plus, I was intimidated by my new instructor. I'm always a little nervous when someone I respect is looking over my shoulder. Humility is good for the soul. Once he arrived I briefed him on my plans to use his airplane. I was disappointed to find out that his insurance requires 100 hours tail wheel time before I can solo. Since my logbook still shows less then 50 hours, its unlikely that will happen this year. So, I need to decide what my new objectives will be.

Once I climbed into the airplane I got more comfortable. The CFI coached me through the start and the ground procedures went well. We decided to go over to Cartersville (VPC) to get away from the traffic at home. He discussed stick position while taxiing the plane in windy conditions. Run up was normal.

Tower advised "No Delay" on the takeoff due to traffic and we departed to the west. He briefed me on his preferred climb and cruise settings as we enjoyed the beautiful calm morning. VPC was busy too, with two already in the pattern and another two joining behind me. (I remembered why I don't like to fly on Saturdays.) My initial pattern was too wide, and my traffic extended too deep forcing me drag it in. The CFI asked for a 3 pointer. I failed to hold my corrections long enough to counter the crosswind which resulted in a slight skid on landing. Not my best. Full stop and a taxi back gave me time to appreciate what I had done, maybe a 5 or 6 after a 3 month layoff.

The next two weren't much better, but my comfort level soared. The airplane was becoming familiar again, and the CFI was becoming a new friend. I love flying.

I decided I could use some observation time, and asked for a wheel landing demonstrated at RYY. The CFI took the airplane and I sat back and watched (keeping eyes out for traffic.) Tower cleared us for a right downwind following traffic on final. As we turned base tower called traffic, a NORDO (No Radio) on left base. After a few s-turns and adept maneuvering he demonstrated a beautiful wheel landing. I learned a lot.

It was about 38 miles out to VPC, 25 miles back. We climbed to 3590 feet and reached 158 mph over the ground.

8KCAB
Time = 1.3

2006 in Review

2006-12-20T13:19:00.000-05:00

This was a good year.

My objectives were to fly about once per week, roughly 50 hours, complete my Instrument Proficiency Check and possibly get checked out in a taildragger.

Accomplishments:

44 hours in 2006. It would have been more, but I got 'shut out' in the 4th quarter due to aircraft maintenance.
IPC was completed on the first flight of 2006. I also got checked out for instrument flight in the G1000 system. I flew a handful of times 'in the system', enough to feel comfortable flying into Class B airspace. Less then an hour of actual.
I all but got checked out in the Decathlon. I am very comfortable with the landing pattern, but failed to get the sign off due to maintenance. (I'm 'Grandfathered in' as far as the endorsement goes.)
I flew my wife for the first time at night, ever. A beautiful flight on a thundering Fourth of July.
I flew my Mom & Dad for the first time ever. Just a few minutes in the smooth morning air around Falcon Field, but an unforgettable time for all of us.
Quality time in the Tiger (AA5B). I actually feel that most of 'the rust' has been knocked off when flying this airplane. I have a 'feel' for it and know where the envelope is.

Money...well, I spent it. The chart shows a rough breakdown of where the money went. I'm glad to say that most of it went into actual flying costs (not that headsets, charts, etc are not important too.) I spent less then last year, but flew more hours, that's a good trend.

Objectives for 2007:

Very difficult for me to project right now. I'm in the process of moving my base of operations from warm, sunny Georgia to cold, windy Pennsylvania. I'm not sure what the future will bring, but will let you know once I get figured all out.

Time 2006 = 44.0

Reservation canceled

2006-11-29T11:56:00.000-05:00

Reservation from 12/02/06 10:30A to 12/02/06 12:00P has been canceled.  Aircraft in Maintenance 

There are huge financial advantages in belonging to a flying club and renting airplanes.  The club I belong to has over 15 planes ranging from the newest Cessna's with G1000 to a '78 model with steam gauges. I have loved flying the Tiger and most recently really got a kick out of learning to fly the Decathlon. There is just no way my limited budget would have allowed me to experience so much variety without being part of the club.

There is of course a downside. The owner decided it was time for an engine overhaul and the plane I want to spend my money on has been down for maintenance since my last post. He is still waiting on parts and I, well I'm just waiting.  At least I don't have to pay for it.

I got it.

2006-09-30T15:07:00.000-04:00

The weather was spectacular. The seasons have changed here and morning temps have been cool in the low 50's. The visibility was a little less today, but still better then 10 miles.

Objectives: Landings

I got out to the airport a little early, in time to preflight before my instructor arrived. Many of the staff and instructors were on a "Fly Away" down to Florida, followed by a Caribbean cruise. So it was quiet when I went into the office to get the dispatch kit. By the time my instructor came back the plane was ready to go. Information Xray, and again we decided to save some time by staying in the pattern.

During the taxi down to the run up area for 27, my instructor asked if we should start with 3 pointers and ease into the Wheel Landings. No, I had been thinking about this all week and was "chompin' at the bit" to try Wheel Landings again. Takeoff was normal, and performance was great in the cool air. No traffic for distractions, I concentrated on speed and rate of descent. My gaze transistioned from the cockpit down to the far end of the runway and I waited. Patience. Squeak, and I gently but deliberately pushed the nose to the take off attitude. Beautiful. It was at least a 9 on the pretty landing scale.

But was it a fluke? Back around again, speed dead on, nice rate of descent and bingo...two in a row. This time I got a small jounce, but corrected it nicely for extra pretty points (9.5). One more time around and I know I have learned how do this. (I realized I no longer had a 'death grip' on the stick, but used the gentle touch of three fingers with my thumb to finesse it onto the deck.)

The next one we were asked to fly a close pattern for traffic. Too fast and too high led to the expected result, a go around. I felt good and decided to see if I remembered how to do the 3 pointer. Slower speed (below 70) and put the stick in my gut when the mains touched. (maybe an 8). I'm ready for the check out ride next week, and told the instructor the next one would be a full stop.

Another full stall with just a bit of jounce (6.5) but I taxied off on Bravo 4! It usually takes two more exits before I'm slow enough to get off the runway. (Change that to a 7)

Obviously a Great day!

8KCAB
Time = 0.7

Wheels

2006-09-23T21:09:00.000-04:00

I called McCollum ATIS to find out what the conditions were at the field. Information 'Juliet' said the clouds were broken 1100' and broken at 1800' with light a variable winds. I looked out the front door to see low dark gray clouds with little patches of blue peeking through. I called the club and asked if it was good enough for the Decathlon to do some T&Gs, and my instructor said 'it was getting better'. I took that as a yes.

Objectives of this flight: Wheel Landings.

When I got to the airport the plane had already been fueled. As I approached I noticed an access panel missing under each wing. I never saw that one before. (Maybe this was a 'catch the dumb student' preflight trick?) Nope when my instructor came out he noticed the same thing. Seems that the owner had been out playing and popped them doing some aerobatics. No big deal, and not a hazard to flight, the rest of the preflight, and ground procedures were normal. We decided to stay in the pattern for the workout.

The winds were picking up a bit as we finished the runup, to a fairly good left crosswind. Good, I need the practice. Takeoff was normal, as was the pattern work. My 'arm chair' flying had convinced me that I was trying to do it all wrong last week. I was really trying to make the Wheel Landing like a full stall. Nope, can't do it. They are DIFFERENT! The Wheel Landing is more like a very, very low pass. It should almost be a surprise when the mains touch. The key word here is PATIENCE. The airplane will land when it wants to, you just can't force it. So, in my mind the sequence is to set up on the proper approach speed (75), with power on to minimize the rate of descent. Get into the 'belly of the flare' and wait. It worked! (well, kinda sorta.) The touch down was good (squeak), but I failed to coordinate the nose attitude. Jounce!

The other thing about a wheel landing is the Pilot Induced Oscillation (PIO). See, the airplane is flying slow( just a bit above stall), and you are trying to pin the wheels on the deck. If they come off the ground because you didn't nail the nose position and you still try to pin them down...well, it gets ugly fast. Porpoise is an understatement. I got some good practice exercising the 'go around'.

Progress was made on each pass, and one was actually very good. I learned a lot! During this work the winds continued to increase, and at one point the tower called 20 KTS. (That's a lot for a taildragger, especially since it was still coming off my left side.) I see the picture now, just a few more circuits should do it.

The final full stop was planned as a full stall (3 pointer) and I executed it well. A great way to end the day.

8KCAB
Time = 1.0

Introduction to Wheel Landings

2006-09-15T21:46:00.000-04:00

Last time I mentioned that there were two options when landing a taildragger; 3 point (full stall) landings and wheel landings. I got a taste of 3 pointers last week, and while not perfected I'm getting comfortable with them.

Wheel landings are a bit different. My preparation for this flight included spending some time on the internet:

In a wheel landing, the airplane is flown onto the runway under power, instead of stalling it on without power, and the two mainwheels touch down first. Once that's done, power is taken out while the airplane is held down on the runway. This is done by keeping the wings at a very low, or perfectly flat, angle-of-attack (AOA) in order to not develop lift: the tail of the airplane is kept off the runway to flatten the AOA until speed bleeds off below that needed for flight.

I also listened to two good Podcasts from Aero-news.net. Part One stressed the differences in taildraggers due to aerodynamic forces and discussed the work needed for a tailwheel endorsement. Part Two talked about landings.

Another good source I found stated:

The key difference between the three-point landing and the wheel landing is sink rate. Successful wheel landings require minimum sink rate. If the airplane at all settles, falls, or sinks toward the runway in the last few feet, a wheel landing will be difficult or impossible. And if the pilot flinches and applies back elevator as the main wheels touch down, the airplane will rebound into the air. At this point, the pilot needs to react quickly and efficiently--either convert the landing to a three-pointer or add power and execute a go-around. The wheel landing occurs at a higher ground speed than a three-point landing. Consequently, wheel landings tend to use up more of the available runway. It's also easier to instigate a pilot-induced-oscillation (PIO) during a wheel landing.

So, my prep work completed, I was ready to try this stuff out.

The weather was just beautiful. Excellent visibility, with small little puffy white clouds meant it would be a good day to fly.

Objectives of this flight; Landings

I got to the airport a little early, in time to see another student doing some T&Gs in the Decathlon. I sat on the picnic bench enjoying the weather and watching the show. When they were done the other instructor recommended to refuel with about 5 gallons on each side. I did the preflight and checked to be sure the fuel caps were on tight. My instructor arrived and we discussed going to Cartersville, but opted for home field. The winds were light and variable, the runway changed from 9 to 27 when I called for ATIS. The run up and takeoff went well.

The rest of the flight was spent driving around the pattern, giving me the experience and sight picture to fly the airplane into the landing. One was particularly good, with mains squeaking as the touched, but I was too slow to pin the tail down. (It went from a '10' to a '5' real quick.)

I never really got the picture with wheel landings. My approach was good, speed control good, but when I got into the flare I tended to push the nose down BEFORE the mains were on the ground. Not good.

So again, I have the concepts...Ideas about what I need to do, but haven't developed the techniques yet to execute the maneuver. Other airplanes allow you to 'pad' your speed just a bit. 5 Knots is not critical in them, but an additional 5 knots in a taildragger is going to cause a 'jounce' every time. It is a matter of precision. As the instructor said; "after a day like this, you can't wait to come back for more." Its hard work, but it puts a smile on my face just thinking about it. I can hardly wait until next week.

8KCAB
Time = 1.9

3 Points

2006-09-09T17:59:00.000-04:00

Conventional Gear airplanes provide the option of using two landing techniques. The first is a full stall, or 3 point landing. The airplane is flown close to the ground at ever slower speed until it stalls and settles to the ground. The second, called Wheel Landings are flown a bit differently and just might be discussed next week.

There was nothing special about the weather today. Possibly a scattered layer at 5000, but mostly haze with visibility about 5 miles. Nothing that would keep us on the ground.

Objective of the flight: 3 Point Landings.

I got to the airport a little early for my flight. The owner of the aircraft had the bucket and hose out washing it down. (He warned me not to smash any bugs.) He finished as my instructor arrived and we completed the preflight. Ground procedures were normal (once I remembered to plug in my headset).

The takeoff; this one was actually pretty good. My 'arm chair' flying at home had uncovered a major error with my scan. At the most critical time (raising the tail) I wasn't looking far enough down the runway. I was able to correct this and had pretty good control. Not wanting to allow any drift, I "snatched it" off the ground instead of letting the airplane accelerate and fly off.

We departed to the north to practice some stalls. The nice thing about this airplane is that it really stalls. No mushy, slushy bubbling along, it just sounds the horn breaks clean. I like that. Power on and power off both act pretty much the same.

OK, back to the pattern. I picked up my bearings quicker, but was having a slight problem picking up tower calls. I don't like that. I'll check my batteries to see if I can boost the volume a bit. Traffic was called as base, but was really downwind for runway 9. It turned my pattern into a long straight in. My "arm chair flying" had also uncovered a flaw here. I was flying into the flare too fast. So I really concentrated on speed control as I got into the landing position. It worked well, not great but acceptable. The instructor rode the controls pretty closely and I liked that. That immediate feedback of where the stick should be coupled with the visual cues for nose attitude really gave me the sense of where the plane should be.

The next takeoff went well. I felt very comfortable with the controls and let the airplane fly this time. It felt better. Again traffic pushed us a bit deep on final but it really wasn't a problem. I lined up a bit left but made my corrections. Got on speed and descended to my spot. This was nice. No help from the instructor, this one was mine. And it worked well.

The next takeoff also went well. I'm OK with takeoffs now. Nose position probably needs a bit more fine tuning, but rudder control is no longer a problem. This time the approach was short for traffic, and I carried a bit more speed then I would have liked. A small 'jounce' but under control. I'm learning. The primary objective was met...I had fun.

We flew 70.4 miles, climbed to 5738 feet and reached 133 mph over the ground.

8KCAB
Time = 1.2

Conventional Flying

2006-09-03T10:54:00.000-04:00

There was a time when the third wheel was located on the back of the airplane. When they started putting it up front it was considered unconventional, tricycle gear. Since it was so much easier to control the airplane on the ground (including take-offs and landings) the tricycle configuration became standard and conventional gear went the way of the manual transmission. So, like sports cars, conventional gear is found on really fun airplanes.

My preparation for this transition included two books: Conventional Gear, Flying a Taildragger by David Robson, and The Complete Taildragger Pilot by Harvey S. Plourde. I think Harvey's book is superior by providing more analysis of the aerodynamics, especially what causes the 'jounce'. I also studied the Pilots Operating Handbook for the Decathlon and took the written test required by the Flying Club.

The weather was iffy. Ernesto had just passed through to the east of us and some of its remnants were stirring up the air. Bases were anywhere from 1200 broken to 1700 overcast, and nearby Dobbins AFB (KMGE) was reporting variable ceiling height (CIG). No showers and an occasional hole with blue sky peeking through kept me optimistic during my short drive to the airport. Due to some scheduling changes, my flight had fortunately been pushed back to noon, and when I arrived my instructor was still out on another (instrument training) flight.

Objectives of this flight: Introduction to conventional flying.

My log book says my last flight in a taildragger was 1.5 hours solo in an Aeronca 7Ac up in Slatington (69N) during the fall of 1970. My instructor at that time had limited me to full stall (3 point) landings, and I don't remember the limits on crosswind component. FAR 61.31 (i) (2) says that I'm grand-fathered in for my tailwheel endorsement, but 36 years seems to be just a bit long between flights for me to be safe. I wasn't sure that this was 'like riding a bicycle', so I scheduled plenty of time to get checked out. Note: the Decathlon is a fully aerobatic aircraft. However I didn't think it wise to put my already overloaded frame though 3.5 g pull ups. Just too many pounds and too many years since I did that the last time. I'll forego the aerobatics for now.

My instructor arrived and we introduced ourselves, talked about experiences, etc, and what I wanted to get out of this training. I mentioned spin training, soft field operations and just getting back to basics. Preflight and ground ops were straight forward. This airplane has a constant speed prop (which I haven't played with before) but otherwise the cockpit is pretty basic. Taxiing is not unlike the Tiger, just a bit slower and the need to anticipate corrections sooner. I got through the runup with a few embarrassments, but overall not too bad.

Ah the takeoff. All of the studying told me what would happen. My mental rehearsals warned me what might happen. Even so, the darn airplane went heading for the weeds on the left of side of the runway as soon as I lifted the tail. (Torque, P-factor, winds...Whatever, the airplane goes left and pushing the rudder full right is NOT the correct response.) Just plain ugly.

Once airborne (thankfully) we headed north to a practice area over the lake. Unfortunately the clouds were too low to allow any stalls. So I just got familiar with the controls, slow flight, etc. Sitting on the aircraft centerline and flying a stick instead of a yoke...Is FUN! I'm falling in love again.

Well, let's go try some landings. First, where is the airport? No GPS, low clouds, can't see Mt Kennesaw, where the heck am I? My instructor pointed out the bridge that marks about 9.5 miles northwest of the field and slowly I got my bearings. ATIS remained the same and I was cleared for a right downwind. My spacing was good, speed was good, altitude a little sloppy (-200), but I was comfortable. Nice line up on final, good rate of descent to my spot, everything was good. I got into my flare a bit high, held it off and...'jounce'. The third landing was pretty good. (I could only log one of them though.) We took the next taxiway and went back for more.

OK, so what is the 'jounce'? When you land a tricycle gear plane, the mains touch and you lower the nose. The angle of attack (AOA) is reduced, reducing lift. In a taildragger, after the mains touch you lower the tail, increasing the AOA and therefore the lift and up you go...jounce.

The next iterations were similar, showing some slight improvement. Lets just say that I'm getting the picture but it is not yet fully developed. So, was this a successful flight? This is FUN stuff! Humility is good for the soul, so that part of me is very healthy right now, and I still have a smile on my face.

We went 73.3 miles, climbed to 2647 feet and reached 135 mph over the ground.

8KCAB
Time = 1.3

* Note: Olathe did a great job with the 96c. Overnight air got it back quickly and I'm happy with the results.

Cartersville, Georgia

2006-08-21T15:16:00.000-04:00

I received a notice from the Flying Club stating that "Currency in aircraft type AA5B will expire within the next month." I had spent so much time and effort learning to fly the G1000 that my first love had been neglected. It was time to go have some fun.

The local weather hasn't changed much. It is, maybe 10 degrees Cooler, but we are still in the summertime cycle of hot, hazy mornings turning into dark noisy CBs in the afternoon. I scheduled the Tiger for an 11:00 (L) go to bounce in the local area for about an hour. There were no applicable NOTAMS, and nothing else in my planning indicated any reason not to play hooky and go flying.

Objective of the flight: re-familiarization with the Tiger.

Ground procedures all went well, and my comfort level was high. Even after a month away this airplane still felt like home. I decide to depart to the Northwest and try the new GPS approach at Cartersville (VPC). Runup and takeoff were normal. There was a thin cloud layer at 3000 ft due to the power plant stacks, so I snuck above it and leveled at 4500 ft. It was very smooth air, trim it up and hands off kind of flying. I dialed up VPC in the GNS 430, pushed enter/enter and followed the purple line. Checked the AWOS, (no surprise,) and found a Robinson helo and a Baron were inbound to the field when I checked CTAF.I did my calculation to figure out the holding entry, then reported outbound at DACEG (probably mispronounced it), about 10 miles north of the field. The GPS confirmed my entry (teardrop) and I did my 6 T's. One turn in the pattern was good, so I decided to opt out of the approach and dial up the LOC 19 instead. This was interesting because the frequency has changed, and I wanted to confirm that the new freq was in the updated data base. (Yes, I'm still a skeptic.) It was, and I flew the rest of the approach as a straight in.

Another lousy landing. I HATE THAT! The truth is, I gave up on it and allowed myself to 'drop it in'. Not horrible, but when you can do better you should. That was just plain being lazy.

Departed there and headed for home. Just for completeness I dialed in KRYY in the GNS430 and drove down the purple highway. ATIS was 'November" and they were still using 27. Once I got south of runway centerline I called the tower and was surprised with a RIGHT downwind "call 1.5 from the field". So, I dropped the left wing to get north of the field and descended down to 2000 (pattern altitude). I was number 2 behind a Cessna (company traffic) on a 2 mile final. I haven't flown a right hand pattern in awhile (or left hand for that matter...Shooting approaches are mostly straight ins), so my spacing wasn't great. However my airwork was good, found my traffic in plenty of time and made a great (finally) landing back home.

AA5B
Time = 1.0

*Update; The 96c is in Olathe getting tweaked a bit. Hopefully I'll have tracks and stats on the next update.

Electric Airplane - 2

2006-08-14T20:33:00.000-04:00

The evening weather for the past few weeks has been typical for the deep south. We've had clear blue mornings, high humidity with building thunderstorms by the late afternoon. Our temperatures have been over 100 degrees providing enough energy to the cells to make them nasty. My plan of flying in the evening after their dissipation just wasn't working. I cancelled last Thursday for weather and decided to take some time off from work to try and get up before the weather got too bad. I used the down time to take the written test for the C172s. I needed more time with the operating manuals, and this was a good way to do a review.

Objective of the flight: Instrument work with the G1000 system.

I got to the airport about 10:45 (l) under MVFR conditions. There were lots of scattered and broken layers below 5000 Ft, but no airmets or sigmets. So it was a perfect day for some actual IFR! The plan was to use the G1000 and autopilot to depart RYY, fly over to the Rome VOR, enter holding for the ILS, hand fly the approach to mins, then execute the missed, transition back to cruise and hand fly a GPS back home. I filed a flight plan, got a weather brief, picked up the dispatch kit and went out to the airplane.

Preflight was normal (I found all of the 13 fuel drains) and the prestart checklist went well. I still had a slight problem with the start by probably advancing the mixture to rich too quickly. Overall I feel comfortable with the ground procedures now. I was 'Cleared as filed' and entered the squawk into the transponder. I'm not completely at ease with the softkeys yet, but can get the job done with a little forethought. Entering the flight plan information was a snap, really no different then the GNS430.

Takeoff was normal, and we were 'in the goo' by 1500 Ft. The autopilot worked as advertised by taking us up to 4000ft on course to the Rome VOR. I got the checklists complete, leaned the mixture and prepared for the approach. AWOS for the weather was as expected (bottoms at about 1000 Ft), no gyro to align, we were pretty well set up for the approach. Approach Control told us to report KAREL (IAF) inbound. This fix is defined by the Final Approach Course (007) and a radial (284) from the VOR. I made a mistake here. I misread the active and standby navaids and DEselected ILS from the active box. After a bit of confusion I realized the error and corrected it, but it is a small example of the transition that has to occur using the G1000.

The actual approach went well. The very large attitude indicator and digital VSI make flying the ILS much easier. However I do miss the turn and bank indicator for establishing a standard rate turn following the missed approach. (The little bar at the top doesn't quite do it for me.) Following the missed it was back to the VOR for holding(!) before getting cleared for home. I was only just entering the holding pattern when the "cleared direct" was given.

I went direct to the Initial Approach Fix (IAF) for the GPS RWY 9 with no problems. The transition from IFR back to visual went well as I picked up the runway immediately and made a nice adjustment to reach my touchdown point. Then I made a lousy landing. I hate that. I recovered well, but not the way to end a flight.

C172s
Time = 1.4 (with about an hour of actual)

* I had another achievement last week. I passed my medical! I'm good for another two years.

** The 96c is not doing too well. Garmin Tech Support has asked me to send it in for repairs. No track or stats for this flight.

The Electric Airplane

2006-07-27T10:43:00.000-04:00

No, I haven't given up Blogging, or flying for that matter. I had scheduled this flight for two weeks, but cancelled for weather both times. (Last week I actually got the preflight done, only to put the tie down ropes back on when I observed lightning in all quadrants. I got back to the office just before the rains hit. On a related but separate topic, my computer took a hit. The only one that could run the G1000 software got toasted. (Creating this image took about 3x as long due to lack of processor power.)

Today the weather was good. Summertime convection and high humidity had built some cells in the local area, but no lightning and only occasional rain meant we could go.

Objectives of this Flight: Introduction and orientation to the G1000 system.

I like technology and this was just too cool to pass up. Plus, in all my time in the sky I have never flown a new airplane. Yes, it is a little pricey but the 'geek' factor is way high. In addition to the glass cockpit, the additional functions and acronyms (AHRS , ADC, TIS, Mode S transponder, Weather datalink receiver, Automatic Flight Control System) are truly wonderful. I had to give it a try.

I actually started with a written test required by the club for all who wanted to venture into this 21st century aircraft. It forced me into the various flight guides, Pilots Operating Handbook (POH), and even FAR/AIM for a few of the questions. I mentioned that I had the simulator running at home until the computer got fried, and still plan to spend some time at school running that.

I got to the airport about 7:00(L) just as my CFI was returning from another flight. I got the dispatch kit and went out to preflight. Since this is a new model, I went strickly by the book (13 fuel drains?!?!). I notice that some things I typically check (flaps & lights) weren't on the list. The CFI briefed me on his plan, which was essentially to implement the enroute automation features available. He stressed the use of the autopilot and what interfaces were and were NOT there. We would use the typical training route: RYY, RMG, 47A, to RYY.

Sitting in a new plane is great. All the plastic works, everything is still clean. It is oh, so much better then a new car. Startup is different with a fuel injected engine. Interesting that the very important "advance mixture to full rich" is on the next page. (More POH study for me!) After the brake check he took the plane so I could play. I entered the flight plan, experimented with setting up frequencies, and validated what I had learned about the Audio panel, etc. Runup was normal with no 'new' or unexpected items.

Take off was smooth, the biggest change being to arm the autopilot at about 200ft. Set for best rate of climb, all I had to do was sit back and monitor. And what a LOT to monitor! I was initially overwhelmed. There was simply too much data to comprehend. The huge attitude gyro is great, but where is the RPM, what are the vectors on the MFD, where are my nav and com frequencies? I was looking at the right stuff, but wasn't comprehending what I saw.

Aviate, Navigate, Communicate - back to basics. Fly the airplane first, and the flight instruments make that easy. Ah, the engine instruments are over there on the MFD (co-pilot side) and its pretty easy to see if they are 'green'. Am I enroute to Rome? Yes, the purple line is still there, and the CDI works just like before, just prettier. OK, leveling off at 4500ft and all I have to do is adjust power. Pretty easy. All right, we're leaving RYY airspace, time to tune in Cartersville CTAF. Nearest/airport, select frequency just like the GNS430. I can do this. OK, lets switch from GPS direct to KRMG to the Rome VOR. Select the new source to the CDI, bingo bango off we go. Slick. Go back to GPS, no problem.

what's going on over on his display? All the engine stuff is there, but he has some additional cool stuff. This is the first time I used Traffic Information System (TIS) and liked it. NEXRAD showed where the clouds were and it also has the Terrain functions. I'm falling in love. Note: this could be a very difficult plane to fly in VFR conditions. There are just too many cool colorful things to look at inside the cockpit.

Enroute to Cherokee County we let the autopilot takes us down to 3500, played with "lean Assist" function and discussed emergencies. Then we made the turn, and contacted ATC for the ILS27. "Radar contact. Come left to 180...'. I turned the heading bug and she obeyed. In the digital world, 179 is not close enough as the panel gives you a precise readout. Although NOTAM'd out, since VFR, we went ahead with a coupled approach. WOW. All I had to do was set the correct power for my approach speed and this 'high wing wonder' did the rest...on path, on glideslope. I took it at about 200ft (set up perfectly) for a nice landing. Simply awesome.

C172s - G1000
Time = 1.2

Franklin County, Canon Georgia

2006-07-13T10:26:00.000-04:00

The weather was good. The high pressure in the Atlantic was holding a cold front to the north and the associated clouds could not quite reach Atlanta. Few to scattered at 6000ft with a slight chance of thunder-bumpers in the afternoon, winds were calm and mostly out of the west.

Objectives of this flight: practice enroute procedures.

I got to the airport about 7:00 (L), picked up the dispatch kit and went out to the airplane. Panel lights were still squawked as inop. Normal preflight and start, but an annoying back-tone on Comm 1. (I played with the various volume controls/squelch adjustments and finally eliminated it after I accidentally pulled off and replaced the button on the GNS430.) As I was doing my runup a beautiful RV9(?) made a low pass. He was clearly having some fun as he pulled nearly vertical to enter a left downwind.

Take off and climbout were normal. I climbed to 3500 completed my cockpit checks and prepared for my "x-country". The GNS was set for 'track up' instead of my preference for 'north up', which I quickly changed with the menu button. I always keep a log of important data I'll use along the route. For this flight I wanted to replace a lot of that information by using the GNS430. Instead of writing down all of the CTAF/Unicom/Tower frequencies, I wanted to use the Nearest/Airport page to pull them up as required. This worked well. It turned out to be very convenient and less prone to error.

I am not pleased with fuel management procedures in this airplane. I can lean the engine by looking at the RPM, but GPH is only a guestimate from the POH. So it looks to me like you do the plan, then stay way conservative with the GPH calculations.

I seldom play with the autopilot, since I have had less then stellar results. This one proved to be no exception. The "wing leveler" had a very annoying oscillation as it constantly tried to hold a heading. I put Electric City (ELW) in the Nav2 VOR and tried to use it to track there, but had the same poor results. No heading bug, no real tracking mechanism meant it is pretty much useless. I wouldn't trust it in actual IMC.

After my problem with the flaky directional gyro, I wanted to play with the vertical compass card on the GNS430 (Nav/page 3) and was pleasantly surprised. Not only does it provide the simulated DG, but also has the pretty purple line showing where your track is in relation to the airplane. Very nice.

There is nothing out in North East Georgia, unless you like poultry farms. I arrived at 18A about 8:30 made my turn, climbed to 4500 and headed for home. This part of the trip was pretty uneventful. I put direct-to KRYY in the GNS430, selected vectors to the ILS27, activated it, and got lined up for a straight in about a gazillion miles out. (The only mistake I made was calling 10 miles out, when I was actually 10 miles from AKONE.) I was little high/fast on final, but acceptable for a night landing. I made a nice touchdown.
AA5B
Time = 1.9

*I downloaded a new patch for my handheld. Unfortunately my "Flightbook" software fails to accept any data from the new level of code. No stats until/if I can get this glitch fixed.

Independence Day

2006-07-05T10:25:00.000-04:00

The weather started out bright and sunny, but by mid-afternoon a high pressure ridge to the south had provided enough moisture to allow some clouds to form. The local METARs had a few at 5000, scattered to broken at 7000, and a few nasty cells. Most of those would be dissipated by the time we planned to take off.

The route would be pretty simple. I wanted to go east to Athens (AHN) for a good look at the weather, then up to Lake Lanier for an aerial view of the fireworks. After that, head south and pick up vectors for the ILS 27 back home.

I got a call from the flying club GM around noon time that they were shutting down to celebrate the holiday. He would leave the dispatch kit with the FBO and I could have the plane for as long as I needed it. After the flight, I could just drop it off with them as well. GREAT!

We got to the airport about 8:00 PM (local), took the cover off and started the preflight. She needed gas so I went for my cell phone to make the call. Kathy asked what I did before we had cell phones? Hmmm, well, I usually had a plane captain that took care of that, and before then I would just fill it up myself. I've gotten spoiled. The rest of the ground work was normal, and ground had us taxi to runway 09 for take-off. She made a very nice takeoff from the right seat.

I took back the airplane and continued the climb to 5500ft, noted rain showers to the north and the bottoms of the broken layer seemed to be about 7,000ft. Visibility was about 4 miles, so I decided to go back down to 3500 ft, where the visibility was closer to 7 miles. The nice thing was it was a very smooth ride. Once east of the rain showers I turned north to head up to the lake. Along the way we could see a few eager neighborhoods launching their rockets creating tiny fountains of color. About this time the panel lights went out.

Lake Lanier had a small shower over it and we brushed the edge washing the airplane as we passed KGVL. It appeared that most of the firework activity was centered on a peninsula about midway on the western edge, so I made some easy turns there while trying to stay out of the shower. ( Just some minor turbulence when I got a bit close on one pass.) By 9:00 the show was really starting and we could see some activity in all quadrants.

We departed the area by about 9:15 and headed south to intersect an extended OBS line for the ILS27 approach. This is when the REAL show started. Gainesville, Buford, Duluth, Alpharetta, Roswell, Dunwoody, Sandy Springs, Marietta, Smyrna as well as Kennesaw all had things going on. To make the flight even more interesting, some of the cells had not dissipated as we saw a few lightning strikes out in the distance. (I would later learn that Atlanta had to postpone activities at Centennial Olympic Park due to lightning.) Absolutely a beautiful display!

I called the tower at AKONE and was cleared for a visual Rwy 09. The fireworks were still going as we approached midfield and Kathy asked if we could stay up a bit longer. Wow, what a great thing to hear her say. I wasn't about to push my luck and continued with the landing. "Cool landing, is that what you call a squeaker?"

We covered 95.8 miles, climbed to 5015 feet ( but stayed at 3500 for most of the flight) and got up to 151 mph over the ground. This was the first time Kath had flown with me at night.

AA5B
Time = 1.4

* I forgot to turn the GPS off. After flying we were starved, so went over to Waffle house for a late evening dinner.

Thomaston-Upson County, Georgia

2006-06-08T08:07:00.000-04:00

I love flying VFR, and the weather called for clear skies and unlimited visibility. However, I also like flying in "the system", and the Tiger has a new Garmin 430 and I haven't 'scratched my IFR itch' in awhile, so I decided it was time to go back into the Class B. Since the weather was so nice I would try to fly directly over downtown Atlanta and Hartsfield-Jackson Airport and see the city lights. The last time I tried this I got vectored way out to the west and barely scraped the controlled airspace, so I looked for a destination that would increase my odds of overflying the city. KOPN looked pretty good, had an ILS and was only about 60 miles away.

Objectives of the flight: IFR in the Class B and a night landing.

I got all of my planning done and called Flight Service for a weather briefing and filed my flight plan. I still think its great that you can do this from home with a computer. I got to the airport about 15 minutes late to find my instructor manning the desk. One of his other student pilots had asked to observe radio procedures and wanted to come along. While he may have been more interested in how to handle calls at an uncontrolled field, he would surely get some experience with radios on this flight.

Preflight and ground procedures were all normal. Ground control was ready with my clearance when I called for taxi. I was astounded; "Cleared as filed, climb to 3000, expect 7000 in 10 minutes, Atlanta Departure on 121.0 squawk 5211". AS FILED! Fantastic, I would fly over the city in daylight on the way down, and come back over the city lights! Wonderful.

RYY was busy. I guess that's to be expected on a beautiful day in the evening. Bizjets and Cessnas, and even one guy on floats were all trying to get in and out. When I got the call it was 'lights, camera, action,' and we were rolling. All gauges were good and we were airborne. Switched to Atlanta Departure and waited for "radar contact". "68Romeo your Mode C is not working, say your altitude". Hmmmm. Responded, cycled and punched the darn thing. "68Romeo you are radar contact, come left heading 180 climb to 4000 report reaching." Rats! Off/on, check the breakers, punch the ident all no joy. I guess Atlanta would be safe for another day.

I checked in at 4000ft and told him I would still like to do the ILS down at KOPN. So we flew down the west side of the area underneath the Class B shelf. As we got within 15 miles we were handed off and asked for our intentions. Without the Mode C he told me to expect the full approach, go direct to YATES (IAF) and report procedure turn inbound. I went through my setup (nice to have the Garmin) and turned to go direct. hmmm, the directional gyro wasn't doing to well. Timed out bound and did the procedure turn and checked the DG again - 20 degrees off. Turned back inbound - 20 degrees off. Turned on final - 15 degrees off. Well that stinks.

*Trivia - While preparing for the flight I noticed the number in the circle was different then the minimum altitude at the final approach fix. (Its the same for the ILS at RYY.) So that number indicates the Glide Slope altitude at the FAF, the number underlined is the Glide slope intercept altitude."

So we executed the missed approach there and started for home. Very smooth air as the sun set, adjusted the panel lights and stretched a bit. The 430 kept us aware of the various airports along our route as we listened to the (light) traffic buzzing around Atlanta. Poof! The panel lights went out. GNS is still on, radios are working, AMPS/VOLTS are OK. No CBs are popped. OK, so probably a fuse. Tough to check, so I tell my passenger not to worry about it and we pull out our flashlights. Rats.

The rest of the trip home is pretty uneventful as we coordinate our flashlights and get ready for our arrival. I let him do the checklists as I arrange for vectors to the ILS back home. OK, bad call. Trying to do vectors at night without panels lights and a flaky DG is not smart. It is doable in VFR and very smooth air, just not too smart. I just should have set up for the visual. Anyway, the approach was uneventful to a full stop.

Sorry, I forgot to turn on the 96c, no track or stats for this flight.

AA5B
Time = 2.5

Cherokee County, Georgia

2006-06-01T21:24:00.000-04:00

The summer season is really starting to roll down here. Temps have been in the low 90s, and both warm and cold fronts have made the air very unstable. An approaching cold front had the weather guessers calling for thunderstorms this afternoon, so I thought for sure I would be hanger flying. Fortunately the weather never developed as predicted, and while the radar looked kind of ugly, the air was actually pretty nice. Definitely nice enough to go flying. Now that the weather has turned warmer I'll have to change my routine and either fly before the build ups or after the dissipation. I prefer later.

The objectives of this flight: some T&G's at a different airport.

I got out to the airport about 5:30, picked up the dispatch kit and went out to the airplane. To my surprise the Garmin 430 was finally installed! Toys! I decided to stick with my plan and fly up to Cherokee County (47A), but would enter the pattern via a GPS RWY 4 approach. Normal startup and ground procedures. Winds were from the east so I had a RWY 9 departure, turned north and immediately got set up for the approach. Pretty much a standard "T" GPS approach, made interesting by the step downs on the final course. It leaves you at 650 feet AGL at two miles to touchdown. Full flaps and a healthy slip got me there, but it was an effort to get down.

Three bounces and I departed for home. Since my path took me right over the lake, I decided to do some slow work including a power off stall. I like this airplane. Normal entry for a straight in back home resulted in a nice landing. I flew 95.8 miles, reached 151 mph and climbed to 5015 ft.AA5B
Time = 1.1

Cedartown, Georgia

2006-05-24T21:28:00.000-04:00

The weather was great. A weak cold front had stalled just south of us yesterday, turned stationary for awhile and had been over come by a high pressure area in the Gulf turning into a warm front moving the other way. Clear sky, 10+ miles visibility and calm winds made for a perfect late afternoon flight. Cornelius Moore Field in Polk County GA is about 25 miles due west of home base. 4000ft of paved runway it is very busy on weekends with Skydivers. I usually avoid it for that reason, but I figured there wouldn't be any traffic on a Wednesday afternoon.

Objectives for this flight: Stay current in the Cessna 172. Hard to believe but my last logbook entry for a C172 was March 30th, so it was getting close to the 60 day limit for the club. I scheduled the airplane and arrived at the airport at about 5:30, just as it was coming back in. I got the dispatch kit and walked out to the airplane with just a slight sense of unfamiliarity. That went away quickly when I bumped my head on the extended flap during the preflight. It became very comfortable when I turned on the avionics master and the Garmin 430 sprang to life. I like this! Comm 2 has Ground dialed in with ATIS on standby, the 430 has the Tower as active and I can put the Unicom on standby. TOYS! (I love 'em.)

The plan is to fly west to the DALAS intersection, do the VOR/GPS RWY 28 into 4A4, then turn north to the Rome VOR and try the GPS-A back into 4A4. Next depart Cedartown and go over to Cartersville via ERLIN for a few T&Gs and return home for a visual full stop. That should give me some good use of the GPS, cover all the checklists and procedures, and have some fun as well.

Ground procedures all went well. Takeoff was normal and I climbed to 4500ft while heading toward DALAS intersection. The high wing does limit visibility compared to the Tiger, but I have to admit I really enjoy flying this plane now. She's a friend. My traffic is an Experimental, but he departs by the time I'm procedure turn inbound. Its nice to have the place all to myself. Checklists complete, there are some rather intimidating trees close to the end of the runway, so I come in a bit high (according to the VASI) but make a nice touch down.

So, depart to the north, use Nav 2 VOR to go to RMG and take a turn in the holding pattern to reverse my course. UNICOM is still quiet but I make my calls at the VOR inbound, 5 miles, and 1 mile approaching the field. It is hard to see the runway down in the trees. Once over the field I time for 20 seconds and make a standard rate turn to the left for 90 degrees. I'm pleasantly surprised when I raise the wing to find myself just where I want to be. Another comfortable landing there and I turn north for ERLIN. Checking my watch says its time to go home, so I skip the Cartersville leg and head for Lost Mountain. It is just a beautiful day. Entry back home is uneventful. The most difficult part of the day is pushing the plane back into its slot. Steering is just a bit different on the Tiger...and today I had to push up hill.

I flew 114 miles, climbed to 4669 ft and reached 155 mph.C172
Time = 1.3

Mandy and the Tiger

2006-05-20T18:12:00.000-04:00

A long cold front stretched from the Great Lakes down to Atlanta and then back up to the Northeast giving New England floods of 'biblical proportions'. The precip wasn't quite so bad in the south but we had unstable air and wind gusts higher then 25 kts. Even when right down the runway, that's getting out of my comfort zone. My flight the previous night was cancelled due to high winds and very powerful isolated storm cells which moved through like freight trains.

METARs were still reading high winds, but now they were in the teens and forecasted to subside. No reported thunderstorm activity so I thought we could give it a try. On the drive to the airport we saw a few little puffy ones, and the winds seemed to be much better. We arrived about 4:30 local and watched some light airplanes taking off which just confirmed that we could go.

Mandy helped me take the cover off and do the walk around. Just back from a 100 hour inspection, everything seemed to be in order. Still some mix up with the avionics shop, so no new equipment to play with. Startup took a few extra cranks, I suppose because it had been sitting for awhile. After she started everything looked normal.

Ground told me to follow a King Air out taxiway bravo to the end of Rwy 27. As I got out of the ramp area a King Air was just about to take the runway. I mistakenly thought he was my traffic. Another pulled in behind me. No issue as I had room at the end of the taxiway to do my run up and be out of his way, but I'll remember to look more carefully next time.

It was a busy day. We watched a number of planes land including a Citation, a C172 a few helicopters and a an RV. Lights, camera, action and we were ready to go. Smooth take off and climb, I planned to go up to 4,500 but passing 3,000 she had a problems with her ears. So, I went back down to 2,500 and headed toward Cartersville (VPC). After a few minutes she felt better so I continued a gradual climb with no further problems. I let her fly a bit and she made a beautiful 360 degree turn. Later we headed up to Rome for a couple of T&Gs. She liked it.

Departed there and headed for home. As we got close to our housing development I circled to see if we could find our house, but no joy. So I called the tower, entered the down wind for a visual and made 'squeaker'. I like the Tiger.

We flew 128 miles, 156 mph over the ground and got up to 4891 ft on a beautiful clear day.

AA5B
Time = 1.5

Northern Hills

2006-05-05T08:06:00.000-04:00

The weather had been unstable. Driving back from Georgia Tech the previous night I encountered pea sized hail and gusty winds. The slow moving cold front was still in the area stirring things up, and during my short drive to the airport I saw a 'big ugly' to the south. Once at KRYY all sectors but south looked OK, and the radar confirmed that going north should be acceptable.

My plan was to fly up to Campbell, TN(1A3). Just on the other side of the state border and the north Georgia mountains. My planner said it would be about 60 miles and take about 40 mins to get there.

Objective of the flight: Practice pilotage. I decided to 'hop" from one airport to the next, while keeping a close eye on the weather.

I had a slot from 6:00 to 8:00 local, but when I got to the airport the Tiger was out. Not a big deal since I was very flexible with my plan. I was surprised though, because until recently I had been one of the very few flying it. I just thought I would have it to myself until the new avionics were installed. (The shop got all the equipment, but there is some issue coupling the autopilot to the GPS. Maybe next week. The good news; a new DG was installed!)

All ground procedures were normal. Smooth takeoff and as I turned to the north I noticed some little puffy ones at about 5000ft. I leveled at 3500ft and headed toward Cherokee County. The air was smooth and visibility better then 8 miles. My predicted heading was validated with the GPS. So far, so good.

As 47A passed under my left wing I made the turn and climbed to 4500. Winds were calm, visibility still good and I began to see that the cloud deck was going from scattered to broken, and coming down. As I passed Pickens County I had a decision to make. The highest peak on my route looked to be 4262, and the quad height was listed at 4400 ft. The layer was still broken, so I could probably sneak through and get above it. But why? When out for a joy ride, discretion is the better part of valor. Time to go home.

I put 49A under my left wing, made the turn, descended to 3500 and headed for home. About 25 miles out I dialed up approach and asked for vectors to the ILS. Misty haze made westward visibility a problem, but I picked up the PAPI just inside AKONE (about 5 miles). I set the power just below the yellow arc, sat back and enjoyed the view. Zero wind. Flaps down, I ballooned a bit (need to work on that, maybe more nose down trim), but made a 'squeaker'.

A very nice flight. 5026 ft, max ground speed of 163 mph and a total of 114 miles.

AA5B

Time = 1.2

* Colorized track by goFlying.

Angels Over Atlanta

2006-04-29T16:49:00.000-04:00

No, I didn't fly, but I can do an awesome low pass. This event was reserved for the professionals, and it showed. I was an invited to attend "Family Day" with a Marine friend, at NAS Atlanta on a beautiful Friday. This is the practice day for the show but is only open to 'special guests' and I was honored to be invited.

The schedule of events included: Sean Tucker flying a Columbia, (showing that you can get out of very unusual attitudes in a GA airplane), Manfred Radius, doing aerobatics in a Sailplane (beautiful), Dale Snodgrass in an F86 (now that is a low pass!) and of course; The Blue Angels.

The show opened with The United States Special Operations Command (SOCOM) Parachute Team. Zero wind made their job easy, but no less impressive.

I had never seen an F86 demonstrated and it was just WOW. The current line fighters definitely have the power and awe, but the classics still show beautifully what energy management is all about. Another first for me was watching Rick Svetkoff fly an F104 Starfighter. A Kelly Johnson design, this airplane has always been one of my favorites (yes I built the Monogram model when I was a kid.)

Some other old friends were also there. Mentors, Trojans and Trackers; although I hadn't seen them in sometime, the orange and white still looked familiar. This one clearly wasn't airworthy because oil wasn't dripping profusely from the cowling. It was fun to complain about the ugly old girl back then, but it is probably the closest thing to a WWII fighter I will ever fly. (It actually has a speed brake...and needs it!)

There were some real beauties on display as well. There has been a recent internet poll going around asking who is/was the best aviator. Silly yes, but always good to start an argument while hanger flying. My vote goes to Doolittle, and not just for the raid on Tokyo, but for his lifetime contribution to aviation. Anyway, we watched a gorgeous B-25 land and taxi over to the static display area. I've seen the movie, read the book, and still can't believe he and his Raiders got those things off the carrier.

I can't close without mentioning another friend. The reason I moved down to Georgia was to support the Lockheed Martin company design and build the pinnacle of modern aviation, the F22. (Yes, I'm a fan of the F35 as well, but am not as intimately involved with that airplane.) It is always good to see the leading edge and in this day and age, great to know that it is ours.

*An unexpected update. Seems that the low pass that Dale Snodgrass (Top Gun grad, Navy Fighter Pilot of the Year) did in Atlanta, wasn't as low as he can go. See "Gear-Up: Those Who Have, Those Who Haven't Yet" in Avweb.

Peachtree City, Falcon Field, Georgia

2006-04-24T16:03:00.000-04:00

It's a long way from Slatington, Pa. My parents are down visiting, celebrating my sister's X0th birthday and I scheduled the Tiger to give them a little tour. I said if the weather was good I would fly down to Falcon Field in the morning and give them a ride.

The weather was great! A stationary front stayed north of us, held in place by a high pressure area to the south. Hazy misty mornings, but absolutely still air. Perfect for what I wanted to do. The plan was to pick them up, maybe go down to Calloway Gardens and return home after some easy maneuvers.

Objective of the flight; Give Mom & Dad a ride in the Tiger.

I got to the airport a bit late due to rush hour traffic. (Working out of a home office, I don't have to put up with clogged roads all that often. I can understand road rage.) Fortunately the plane was in good shape and ready to go. Start, taxi and runup were all normal. I was in the run-up area by 9:00. I departed VFR to the southwest, planning to stay beneath the shelf of the Class B airspace. I picked TEMPO intersection as an intermediate fly to point, just to be safe. The Tiger still doesn't have her new avionics, so once again I was glad to have my handheld.

The flight down was fine. I always enjoy the adventure of flying to a different airport, and although Falcon Field is close (less then a legal cross country), its new to me. ASOS gave winds as calm, and one other call on CTAF was using RWY 13. This worked out great, so I just used a long straight-in ( a slip took care of the extra height on final) and landed just about on time. The four of them were waiting as I shut down on the ramp.

I have always tried to let passengers know that some people don't like to fly. It isn't like being in a car, perhaps more like a boat. Some of the sensations are fun, some are not. I told them all that if for any reason they weren't having fun we would return immediately.

Mom climbed in the back, Dad sat in the right seat. People are familiar with the seatbelts in cars. They aren't quite sure what to do with the 3 ends presented to them (usually two, because one is hidden behind or next to the seat) in an airplane. Headsets can also be confusing. I explained everything, took time to see if that had any questions or fears, and made my way to the runway. No problems. Dad took the plane at about 1500ft and departed the pattern to the southwest. Gentle climb, easy turns, not too hot, and smooth smooth air. Mom was fine in the back seat, and the vent for the Tiger was providing plenty of air. No problems.

My sister had soloed at Falcon Field XX years ago, so was already comfortable, but her husband had not flown in small airplanes before. I assured him once again that if he would only let me know of any discomfort that we would come back to land immediately. This part of the flight also went well. She made some easy turns, and did a nice job maintaining altitude. He seemed to enjoy the view and was able to pick out a number of landmarks.

Overall, this was just a great flight. GPS says that it was 53.6 miles down, 42.8 with Dad & Mom, 48.6 with Sister & brother-in-law, and 68.7 on the way back. Max speed on the way home was 171 mph, and Dad took us up to 4401 ft when he was flying.

AA5B
Time = 2.5

Back to Sammie's

2006-04-16T12:29:00.000-04:00

It was a clear but windy Saturday, the day before Easter. The Flight School had arranged for a speaker to discuss his frequent trips to the Bahamas. I figured it would be something good for Kathy to hear, and I could top it off by a late lunch at Sammie's.

The objectives of the flight: get Kathy in the Tiger and go somewhere.

Absolutely beautiful skies with winds gusting to 18kts right down the runway. We got the dispatch kit and went out to the airplane. She helped me take the cover off, loaded her gear inside and did the walk around with me. We climbed in, adjusted seats and belts, although she couldn't get quite comfortable with the shoulder harness. Normal start and taxi, and I left the canopy cracked for air on our way to the runup area. She was nervous, worried about getting airsick.

Runup was normal, and no clearance since I decided VFR would get me maximum flexibility should we need to alter our plans. Takeoff was fine, although the gusty winds made her a bit uncomfortable. Passing 1000ft I gave her the airplane, pointed at a prominent landmark and told her to continue to climb to 4500ft as I completed the checklists. She did well, and although I didn't notice it, we were still in some little "bumps" at level off. I figured it out after a bit, and climbed to 6500ft where it was glass. However, you pay a price, indicated 140mph was just over 100mph groundspeed on the handheld GPS. We flew southwest, intercepted Interstate 20 and flew west. Outbound would take a bit longer then planned.

"I'm glad you like this, but it just seems like too much work." Well, at least she wasn't sick.

We flew just south of KANB (staying away from R2102A) and over Talladega Raceway. The VOR is located just east of the airport, and I flew approximately 260 outbound from there looking for KPLR. I spotted the airport early, but it was nice to have confirmation on the GPS. Initial CTAF said that they were landing on 02, but later I heard departing on 20. I decided to overfly the airport and enter on an upwind leg for a RWY 20 left hand pattern. That worked out well. Normal landing (floated a bit and corrected for x-wind) and taxied over to the restaurant.

We landed about 20 mins late due to the headwinds, and met another couple for another great Sammies Hamburger. Kathy's friend was kind enough to give a mini tour of the airport, including a peek at his fine Cherokee hangered there. Just a wonderful afternoon.

But now we had to get back. I did a mini-preflight, carefully taxied around a C182 that had parked on the grass next to us, and made my way out to the runway. Thorough run up and a nice take off, I extended it just a bit to fly over the lake. This is very pretty country.

I flew back the way we came, 5,500ft wasn't too bad, but not glass either. Since she seemed to be doing well, I decided to ask for vectors for an ILS, just to show her the ATC side of things. This was a mistake. Leaving 5,500 for 3,000 started to get bumpy, and the vectors took us too far east. While she enjoyed listening to the radio calls, and got some appreciation for an approach, she was also tired after a long day and a big meal. "I'm glad I didn't eat the whole hamburger." Once on final we were back fighting the headwinds, which made for a rather long approach. She did well with all of this, but I should not have imposed the extra 25 mins just to show her what an approach was like. A little burble on short final had her ask if I was OK, but a smooth landing calmed her down. Cracked the canopy before clearing the active to get some air.

This was a great day for me. She enjoyed it too (but not quite as much.) We traveled over 250 miles, got up to 7023ft, and reached 183mph.

AA5B
Time = 2.8

Lee Gilmer Memorial Field

2006-04-06T21:46:00.000-04:00

Spring has come to Georgia. While cold fronts still push their way across Alabama, most of them move north before getting to Atlanta. We've had some breezy weather (and a few early morning thunderstorms) but most days have been good for flying. 10 miles in light haze, better then 5500 scattered and just a slight southerly crosswind meant I could make my 4:00pm reservation.

Objectives of the flight: 1) solo the Tiger, 2) play with the navigation (without the Garmin 430), and 3) see how she handles on an ILS. My plan was to fly over to Cartersville (VPC), then to Gainsville (GVL) and the ILS back home.

I took my time with the preflight, and carefully reviewed the checklist after my walk around. I still have that "new" feeling, and wanted to make sure I hadn't missed anything. Startup and taxi were all normal (nice to have the canopy open for the trip to the runup area). Once use to the differential braking, the ground control on this plane is great. Runup complete, I was tempted to leave the canopy open for take off, but didn't. Climb out enroute to VPC goes fine, and the visibility is superb.

Rather then just enter the pattern, I decide to do the Loc 19 just to see how the needle lines up. Call traffic and find three in the pattern, one is entering on the VOR A that goes too close to the power plant cooling towers, and another is inbound at the FAF for the same approach I'll be doing. I can see the guys in the pattern, I'll keep looking for the other two. By procedural turn inbound, all heads are accounted for and the LOC needle is right on. A Seminole is on downwind and I do a 360 to take interval on him (I got what I needed out of the approach). My two landings are a bit fast, but OK. Depart Cartersville and head east.

Gainsville is about 60 miles to the east, so I have a little time to play navigator. ENSOR intersection is about half way there, so I head for it. I have One VOR, and no GPS, so this should be interesting. My basic airwork suffers (but not too bad) as I twist radio frequencies and the OBS knob. You know, this stuff still works. Once I've convinced myself that I can do it, I go back to the 'easy way' and pull out my handheld GPS. (Nearest function, find GVL, direct/enter/enter and the purple line shows the way.)

GVL is located on the eastern edge of Lake Lanier, a beautiful reservoir and one of the main boating spots for Atlanta. It looked like everyone was out on the water. One other plane was shooting the Loc Rwy 4 so I gave myself vectors and followed him down for a low approach. Missed at mins and headed west.

After climbing to 4500 ft, I got my only Comm Radio tuned to ATIS, then switched it over to Approach, listened for a bit, and found they were not too busy. 'AMICEATM' complete, I called for vectors, was given a squawk and a heading to fly. And another heading to fly. And another heading to fly. Finally the controller asked me what heading I was on and when I confirmed he cautioned me that I was still too close to the final approach course. BING! The first 'M' in AMICEATM stands for Marker Beacons on AND Magnetic compass (align Gyro.) I had done this correctly going into Gilmer, but not for McCollum. It was about 30 degrees off. (Ouch). OK, so how many time will I do that again? (Note the squirrelly blurb just prior to the ILS.) I 'fessed up' and the rest of the approach was normal.

Very nice landing at home. Except for a minor seat problem (adjustment lever came off in my hand when I tried to push my seat back to get out) normal shutdown and clean up. After tying her down, a beautiful old Twin Beech came down the taxi way. No paint, just polished aluminum and just wow. I traveled 190 miles, a max speed of 165 mph(!) and got up to 4735 feet.

AA5B
Time = 1.9

Tora, Tora, Tora

2006-03-30T07:55:00.000-05:00

Back in the Tiger! The log book says that last flight in a Tiger was back in June 2005.

Objective of this flight: get checked out in the American General AA5B.

I reviewed the POH to get familiar with the speeds and systems. (No prolonged descents at 1850 to 2250 RPM. Start the engine on the left mag, etc.). I got to the airport a little early so that I could take my time getting reacquainted. I bought a brand new laminated checklist and walked out the airplane. She is not a showgirl, looks like some hail damage, numbers are faded and walk areas on the wings need work, but she still looks good to me. The engine compartment is the cleanest I've ever seen, and the interior is nice new leather. A new stack (including a Garmin 430) is expected to be installed this week.

I'm excited to be back in the Grumman again, and nervous (although I shouldn't be) to have an instructor looking over my shoulder for the check out ride. I don't want to disappoint him. The plan is to stay in the pattern, do some T&Gs, and if we still have some daylight, go north and do some high work.

Startup, taxi and runup are all normal. (WOW, as I'm taxiing out a Piaggio Avante lands. Just Gorgeous! OK, when I win the lottery...) RYY is busy. There must be 3 or 4 planes doing the ILS, as well as traffic in the pattern. While I still enjoy just sitting in an airplane, the CFI is ready to go. Change in plans, lets depart here and go over to Cartersville.

Take off is normal, however the nose attitude is much lower then the C172. I can actually see where I'm going. Airspeed is in MPH with the inner ring in Knots. Climb at about 105 mph. Its a beautiful spring evening out there, and the visibility from this airplane is spectacular.

Two other airplanes in the pattern, with another entering on the 45 about 5 miles out. I make the calls and take interval, ask the CFI to show me one so I can get the picture again. Round out is a little lower as is the nose attitude on the flare. My turn.

I call crosswind and hear chatter about the pattern being so busy. It makes me laugh (4 airplanes is NOT busy.) First landing goes well (I'm in love again.) The next has to be extended very deep due to traffic, but also goes well. Downwind on the next he pulls the engine. Best glide is 83 mph, I look over my shoulder and extend the pattern a bit. This airplane likes to fly. Base is still high, full flaps before turning final and a full slip brings her down nicely. Straighten out and he tells me to execute a go around. No problem. Let's go home.

Normal entry back home (well, actually by this time I'm more familiar with the ILS) and no traffic. Cleared to land. Here I break one of my rules, no chatter once on base leg. I guess the relief and excitement got to me. I missed a tower call, and he caught it. Lesson relearned. Landing was not great, but acceptable.

Overall a very good flight. I'm going to love flying this airplane.

AA5B
Time = 1.6

Rome, Georgia

2006-03-27T08:48:00.000-05:00

Nate had come home from Spring Break with a brand new Student Pilot's certificate for a Sailplane. Now he wanted to compare what he had learned with powered flight. Well, any excuse to fly sounds good to me.

Objectives of this flight: VFR flight rules, touch and goes, and radio communications.

Cold fronts have still been passing through Georgia stirring up the air. Ceiling and visibility was great, but preflight planning showed winds were gusting up to 20 kts with nearly 90 degree (variable) crosswinds. Forecast was for the winds to subside later in the day.

We arrived at the airport about 6:00pm local. The plane was already back from a previous flight so we were able to get the dispatch kit and start the preflight almost immediately. I took some time to brief him on the plan. He would handle the radio with ground/tower, and after takeoff fly to the Rome VOR. Enter the pattern trough the ILS approach, do some bounces, depart and get vectors to the ILS back home with a night landing.

Taxi and runup all normal. His communications work was good. (Listening on his transceiver over the past few months definitely helped.) The pattern was busy for a Sunday afternoon and Tower was able to squeeze us in for takeoff just in front traffic on base. He made a nice takeoff with a gusting right crosswind and climbed to 4500 on course to the VOR. The expected turbulence was nil. Since this was a VFR flight, I had him get outside reference and told him to fly just left (south) of the cooling towers at Cartersville. (I never realized that this is a coal powered generating plant.)

I explained 'AMICEATM' and set him up for the ILS 01 at KRMG. He had flown this on MS Flight Simulator, so thought this would enable him to make a nice comparison. I walked him though the parallel entry, timing and intercept for the final approach course. The whole time I was talking to traffic. Two other planes were using Rome, one in the pattern and one on a VOR approach behind us. No factor, but I relaxed once we all saw each other. Having a landing light on at dusk really helps. He did a nice job all the way down.

I knew it was a left hand pattern, but what was the pattern altitude? (Note to self; check this in the Airport Directory BEFORE getting into the pattern.) I guessed at about 1100 ft (missed approach height), it turned out to be 1440 ft, so obviously the first approach was low. Corrected to 1500 ft for the next orbit which worked well. Finally, he had learned to do slips in the sailplane, so I flew a high (+300 ft) approach and slipped it in for him. Not as dramatic as a sailplane, but effective. Departed the pattern and headed for home.

It was full night time now and as always, beautiful. Cartersville passed under our right wing and the air was smooth as glass. Nate did a good job of maintaining 3500 ft as I dialed up Atlanta Approach to see if we could get vectors. Ran into a minor problem here, as the GPS display was dimming too far. When I pointed my flashlight on the sensor I could get it bright enough, but then in would automatically dim back to a low level. While this works, it was distracting so I asked the chief pilot about when we got back to the school. One fix it to go to the last AUX page, select Display, and go from AUTO to MANUAL with the small knob.

"Squawk 0123 (did I hear that right?) maintain 3500 and fly heading 110." Nate flew and I did the readbacks. Nice smooth turns and good airwork on the ILS. Cleared to land #2 behind a Caravan. No problems. A great evening flight. We went 149 miles, got up to 4747 feet and a max ground speed of 147 mph, and we had fun.

C172p
Time = 1.6

Just Practice Approaches

2006-03-17T09:10:00.000-05:00

My flying partner put together a list of objectives to consider when planning our flights. He summed it up this way:

So we have three categories of flying:
I.  Fun Cross Country
II. Instrument Approach Hopping
III.Busy Cross Country with Instrument Approaches.

After the serpentine approach I flew last week into KPLR, I decided I really need to work on II. The objectives of this flight were 1) basic airwork and 2) simulated instrument approaches.

We both arrived at the airport at 4:00pm local, after a rather stressful day at work. Conference calls, email, phonemail and powerpoint presentations were still unanswered and incomplete, and I was weary from the confrontations and compromises made throughout the week. I sensed he felt about the same. However, there is just something refreshing about preflighting an airplane on a beautiful Springtime afternoon that helps to melt the real world away.

The plan was for him to take the first leg, do the ILS at KRMG to a low approach, then the ARC/GPS at C22 to a full stop. There we could switch seats and I would take us east to 47A for a GPS low approach, and finally vectors for the ILS back home to KRYY. Nothing new here, we had both flown these approaches before. Weather was not predicted to be a factor.

Preflight was normal except for one point. The plane had just come back from a previous flight, and when I checked the oil it was down around 4. I had another quart put in. I was told that I should have considered that there was still oil in the engine and that this was probably an overfill. Well, maybe. It may have put me over 6, but definitely under 7.

Taxi, runup and takeoff were all normal. He had his foggles on before passing 2000 and climbed on course to 4500. There was a broken level above us at about 8000, little bumps in the air and smog/smoke drifting in from the west. We also had an annoying 'tornado' in the airplane due to fact that we couldn't close an air vent.

His first chore was to track inbound to the VOR, then enter holding for the procedural turn. Rome isn't that far away from Cobb County, so he was kept busy with checklists and instrument procedures while I looked for traffic and checked in with the other folks using the VOR and landing pattern. He got a little behind the airplane trying to do his 'Ts' and 'AMICEATM' but overall flew a pretty good approach down to mins. We could have made the landing.

Missed there (carefully watching for cross traffic) and climbed back to the VOR. Opposing traffic was inbound to the field and the smoky haze made seeing him difficult. We passed well clear, no factor. Next setup was for the GPS into Centre Municipal in Alabama. The IAF happens to be about a mile Southeast of Cedartown, so I was glad for the silence on CTAF. I didn't want to be in the middle of a shower of Skydivers.

He used the GPS as primary and backed it up with the VOR. The arc went very well and he rolled out nicely on course. As we traveled the 15 miles to the airport, we both noticed a discrepancy in the needles. The VOR had us right of course, while the GPS had us dead on. I advised him to stay with his primary. Haze obscured the field until about 5 miles and at that point I knew that the VOR was giving a better indication. (I would have expected the GPS to be more accurate.) When he took the foggles off at mins he was forced to do some "fancy footwork" to set up for the landing. He concluded with a nice landing.

Time = 1.5

C22 is just a little field about a half mile from nowhere. Nestled away just on the other side of Weiss Reservoir, its the home of about a half dozen airplanes and is (I believe) a rest stop for the local arm of the airborne State Patrol. An old building with a head and not mush else. Sprint service was not available.

We stretched our legs and switched positions (headsets, flight bags, etc.) and I got my foggles and approach plates ready. My copilot checked the oil, seemed to be OK. So we jumped in and started her up. Everything looked good so I made the call to back taxi on 27. This was something new for me as I haven't had many opportunities to take off from small fields like this in a long time. It was only after I had gotten to mid field that I thought about the run up. Hmm. Well, I took position and just did a 'quick' run up before takeoff. No other traffic around so this was probably OK, but in the future I'll do it before taking the active. Also, doing anything 'quick' requires extra vigilance. It opens up all sorts of opportunities to miss things.

Takeoff and climb out on course normal. Local brush fires only made the haze worse, but we were flying east now so the visibility wasn't quite so bad. I leveled at 3500 direct to the RMG VOR. That acts as a feeder fix for the GPS RWY 4 Cherokee County. Airwork and procedures were good. I really felt "on" with enroute procedures and airwork. Maybe a minor 'flub' or two enroute on the radios, but overall I flew up to my standards.

The approach went well, although my copliot thought I was a bit high on final. It was hard for me to tell as I had foggles on and by now it was night time. He told me that the '5 clicks' worked and as I neared the final waypoint I executed the missed. I was very comfortable with course control.

Next task was to prepare for the ILS at RYY. I climbed up to 3000, roughly heading East and dialed up Comm 1 to talk to ATC. We were assigned a squawk and told to fly south while he tried to find us. AMICETAM complete, radar contact and vectors to the final approach course. However he allowed us to pass through the localizer before the final vector to intercept. This is when having a GPS is so helpful for situational awareness. We both caught it, but it was great to have it confirmed by the 430. Just as I was approaching the FAF he called to have us turn north to allow closing jet traffic to pass. Actually this was good news since I wanted to fly this one on speed rather then sprint down the glideslope. Vectors back around and we were once again ready to go.

This was one of those few times when I was 'wired' to the gauges. The needles were dead centered on the donut, speed was good and rate of descent was just about 500 fpm. Corrections were minor and seldom did I get outside the ring...until about 500 feet above DH. Bing(1), the course needle jump about 3 points to the right! This was NOT me! Copilot said he was watching the airplane move left of centerline, but the needle was dead on centered until the jump. I made the correction, completed the checklists and made an 'OK' night landing.

Back at the school we asked a CFII about it, and he verified that I had VLOC selected, no red flags, etc. We'll play with it now to see if it can be reproduced. The good news here is that I'm very comfortable it wasn't my airmanship.
C172p
Time = 1.3

This was a big confidence builder. Airmanship is getting back to where it should be, procedures are becoming natural. I Still have a way to go, and am learning more about 'practical' flying every flight, but I'm finally comfortable.

*Good news: I learned that there is a good chance that a Tiger will be back in the fleet soon! While I have learned to enjoy the 'high wing wonder' I'm anxious to get back into a Grumman.

Pell City, Alabama

2006-03-11T09:06:00.000-05:00

The objectives of this flight: 1) enroute IFR procedures, 2) non-precision approach, and 3) that $100 Hamburger.

It looked like the planets had aligned and weather gods had finally agreed to allow us to venture west to Pell City (KPLR) in St Clair County, Alabama! While we had originally scheduled the airplane for 9:00 am local, we decided to wait for the remains of the windy cold front to completely pass and rescheduled for 3:00 pm. I arrived about an hour early so we could brief and do a final weather check. I had filed IFR from home (still very cool, although the AOPA Real-Time Flight Planner was down due to a Jeppesen server problem). The weather was very clear and not an issue. I decided to exercise some cockpit management and asked the Safety Pilot if he would handle all communications during the flight. (Since he is working toward his IFR rating it would give him some experience talking to the controllers, and with some reservations, he agreed.)

I filed Dalas/V325/GAD/STAMP/KPLR which uses STAMP as the feeder fix for the GPS RWY 20 into Pell City. I warned the copilot to expect HEFIN with V321 up to GAD and that was what was given. Clearance Delivery warned us of an annoying whine on our radio, and without missing a beat my copilot said he would tell "the pilot to keep it down". Earned him a chuckle from them and a snarl from me. Runup and take off went fine, although it took a little longer then normal for Tower to hand us off to ATC. Level at 6000 we were getting bounced around a bit, so I had the copilot ask for 8000, which is pretty high for this old bird, but she was able to maintain a 500 fpm rate. It was smooth at 8k and just about above the scattered layer. It was fun to slice a few of the wisps up there. We were cleared "our own navigation" direct GAD. We passed about 10 miles south of Cedartown (4A4) and heard the "getting ready to unload" message from the Sky Divers there. (Maybe Nate?)

During the climb my copilot suggested that I lean the mixture. I have always left that as an item on the cruise checklist, but he does it during the climb. What is the best practice here?

My enroute airwork was OK, but not as crisp as I would like. At one point I got 200 ft low, unexceptable, but overall the trip out was fine. I had some time to play with the autopilot, and it did well in both Navigation and Heading modes, although I kept my eye on it closely and it didn't behave as well as I would like passing waypoints. (Seemed to initiate the turns late.)

We asked for and were granted the full GPS RWY 20 approach. I put the foggles on and went through my checklists. Pretty standard fare, left 90 degree at the IAF, right 90 degree turn outside the FAF with about a 3 degree glideslope. I got down OK, but the course work was terrible. I never really captured the final approach course and struggled with large serpentine curves. (Mine is the yellow track.) Ouch. Clearly I need more practice.

There were two other planes in the pattern (uncontrolled field) including a homebuilt (Challenger?). When I took the foggles off I could see he was on final infront of us, and felt the spacing was pretty good. I misjudged how slow he was going and executed a go-around when he failed to clear the runway in time. One lap around the pattern for a nice landing at a strange field.

So this was a good trip out to St Clair County airport. We reached 8351 ft (Updrafts through the tops of the clouds) went 131 miles and reached a max ground speed of 141 mph.

C172p
Time = 1.8

Sammie's Touch 'n Go is listed in the $100 Hamburger Guide as the best 2006 Fly-in restaurant in Alabama, and you won't get an argument from us. We called the flight school to insure no one had the airplane after us, and to let them know we would be back late. You can taxi right up on the lawn in front for place to park. It is a large 'log cabin' style building decorated with extensive aviation memorabilia. While they opened a bit late, the service was good and the hamburgers were great. Wash it down with a little "sweetea" and you're good to go. Very reasonable price (especially since my copilot paid), it earned every one of the 5 hamburger rating. I'm already looking forward to a return trip with Kathy.

The trip home was his, night time. He called and got a Wx brief and decided to go VFR to potentially take advantage of an approach at Talladega or Anniston. The front had stalled in southeast Georgia, and there were some clouds in the area, and even forecast for possible thunderstorms there, but our route should be fine. The plan was to fly east , stay south of the restricted area (R2102-A), then head Northeast to Cartersville (VPC) and pick up vectors for the ILS 27 at home.
Startup and taxi were normal ( except going on the grass instead of asphalt until away from Sammie's) and runup was fine. We called a few times to make sure no one was on final, then taxied into position for take off. 5 clicks on the radio and the lights came on. I'm sorry, I think that is really cool and just plain beautiful!

He climbed on course up to 3500ft to the TDG VOR, staying north of the airports and checking in on the CTAF for traffic. Visibility was good and the cloud bases still seemed to be up close to 8000ft. Passing KANB we noticed a 'dark spot' off to our left, and decided to stay clear (cloud?). Turns out it was a mountain. The VFR Sectional gives the quad height of 2500, but the IFR chart showed an MEA of 4000. He decided to climb up to 5500 just to be comfortable. Lesson here is that when you feel uncomfortable, do something about it. Going to 55 was a good decision. The rest of the enroute portion of the flight was uneventful, except for the shear beauty of flying at night. I said it looked like the earth was coverd in black velvet with amber jewels sprinkled all over. "King of the world" comes to mind.

We got our squawk but had trouble staying in radar contact. So we accpted an easterly heading with hopes that ATC would pick us up in time to turn us in for the ILS. Not much traffic on a Friday night, so keeping clear of everyone was pretty easy. Sure enough, we got radar contact back prior to AKONE (FAF) and were cleared (VFR) for the approach. Unfortunately, he didn't do much better then I did (serpentine approach) but made a nice landing. 150 miles, got up to 148 mph and a max altitude of 5927 ft.

Time = 1.3

This was a GREAT training flight. Enjoyable company, fine food, and a touch of adventure. Does it get any better the that? (Doubtful)

Gadsen, Alabama

2006-03-02T21:01:00.000-05:00

The objective of this flight: IFR enroute procedures.

The weather was 'iffy'. A cold front was slowly moving down from the Northwest pushing some clouds and rain in front of it. We had planned to fly to KPLR for a $100 Hamburger, but low ceilings and gusty winds made the Go-No Go decision hard. My practice pilot decided to wait for a better day, and by 3:00 I had just about decided to do the same. I called local ATIS one more time and found that at least around here, conditions had improved. So, why not go out and get some actual IFR time shooting the ILS?

By the time I got to the airport, winds were still gusty, but ceilings had gone from overcast to broken. So, I filed IFR to Gadsen Muni, just a waypoint on the way to Pell City, but in the right direction. I don't have much solo IFR time, so this could be interesting. It would give me a chance to practice, as well as play with the GPS a bit (what does that OBS button really do?)

Ground work was all normal, however my clearance came back a bit different then filed. ATC wanted me to go down to HEFIN, then up V321 rather then the shorter DALAS/V325 I filed. Longer route, but I was trying to get some enroute IFR time, so no complaints. *Note: "FAA has suspended all 'position and hold' clearances until further notice." First time I heard that one. Takeoff was normal, climbed to 4000 ft, expecting 6000 in ten minutes. Radar contact, I'm cleared direct GAD. (So much for planning.) I get to punch through a few little white puffy ones before getting on top, and the weather starts getting...nice. Where's my IMC? I guess the front ran out of moisture because the clouds got thin and then vanished. Head winds at about 40 kts with a bubble here and there, but nothing extraordinary. Maybe I can log a tenth.

So I enjoy the trip. Polish airwork, play with the 430, shoot a low approach (GPS RWY 24) and head for home. Vectors for the ILS are a bit interesting as I have two twins in the row behind me so am asked to keep my speed up. a 172 can only go so fast. It turned into a nice approach (although VFR) and a sweet landing.

221 miles, with homeward winds I reached 163 mph and was above the clouds at 6053 feet. This was a good flight. Every so often its nice to spend some time alone up there.

C172p
Time = 2.3

Athens, GA

2006-02-17T07:38:00.000-05:00

The objectives of the flight: 1) Practice Pilot for an Instrument Pilot, 2) Practice a non-precision approach, 3) go some place different.

The weather has been somewhat unstable. Ceilings and visibility are OK, but temperatures have been warm and winds gusty. Our original plan was to go west to KPLR, but after reviewing the METARS, Airmets and Pireps we decided to go east and avoid some turbulence. A series of low pressure areas and a polar cold front was slowly moving just northwest of us stirring things up.

Athens (home of UGA) is about 75 miles from McCollum so would work for his x-country time. We also planned to come back to Winder (KWDR - Spitfire Grill) switch seats, go up to Gilmer (KGVL - Lake Lanier) and finally home. This would roughly split the time and if running late, I still have my night currency.

The oil was a bit low so preflight took longer then expected. Groundwork was all normal and we took off about 4:30. Fairly good winds out of the south, but only a little turbulence. He but the foggles on and headed roughly east climbing to 5,500. Visibility was good, about 8 miles in haze. Interesting for me as we flew by a number of out lying airports a portion of metropolis Atlanta. We listened to various common traffic frequencies, tuned radios and in general practiced x-country procedures.

We immediately noticed that the GPS was setup for 'Track Up". Both of us prefer "North Up". It took me a minute to remember that this correction is found by pressing the Menu button, using the Map Options to change the settings.

The next task was to enter holding for the RNAV20 approach. I was taught to divide the directional gyro into three quadrants. For a standard pattern (right turns), 70 degrees to the right for a teardrop entry, 110 degrees to the left for a parallel entry, and the remaining 180 degrees for a direct entry. Find the Outbound Holding Course (OHC) on the DG, see what sector its in and make the appropriate turn passing the holding fix. (Time, twist, turn, time, transition, talk). However, does GPS change this? You can see the holding pattern on the display, so is it really necessary to pass the holding fix for entry, or can you just turn onto the purple line and continue with the approach?

He completed the procedural turn (holding) and headed inbound. Athens is a towered field and there was one other plane in the pattern for Rwy27. However he was well clear by the time we passed the Final Approach Fix (FAF). The PIC started his descent late and never really got down to the MDA, so we executed a low approach, made a left turn for a downwind entry into the traffic pattern. An uneventful full stop landing allowed us to taxi over to the tower to stretch our legs and change seats.

Startup, taxi and runup were all normal. Winds had subsided so my takeoff was smooth and subsequent climb to 4000 was uneventful. However we we running a bit late so decided to forgo Gilmer and just head for home. Upon level off I contacted Atlanta approach and requested vectors to KRYY. They were not too busy, but there was another aircraft with a similar call sign. Very smooth air, but haze obscured our vision looking west and made for a beautiful sunset.

The low voltage light came on, rats. The procedure is to turn off the avionics switch and cycle the master. This plane has a digital voltage gage in addition to the discharge meter, and it showed we would lose 2 tenths of a volt, gain a tenth, etc. Slight discharge was showing. I was about 30 minutes out. hmmmm. Cycled strobes, checked breakers, no help.

Well, I decided to let it be. Monitored closely, but decided it would be OK for now. I did feel better when we called the field in sight. Contacted tower for a straight in, and made a 'squeaker' night landing.

We traveled 208 miles, climbed to 5757ft and reached 154mph over the ground.

C172p
Time = 2.3

Better Circling with Math

2006-02-10T20:48:00.000-05:00

I read an article in this months IFR Magazine (Feb 06) by Alan Jeffs describing his method to determine a circling approach. I think this looks pretty good, but would like to hear from the more experienced aviators out there. (Modfications suggested by John.)

How do you do it?

Extrapolating on the theme, how about this for a VOR A type approach?

It was pointed out that staying within 1.5 miles of the airport should be a serious consideration. While not to scale, the approximate diameters indicate that this is a valid concern and should go into the planning, along with corrections for wind. (Thanks again John, for the clarification.)

The Right Seat

2006-02-09T21:36:00.000-05:00

Objectives of this flight: Safety Pilot. My job was to look outside and insure we stayed clear of clouds and other aircraft. The PIC had chosen to fly to C22 (Centre Muni) in Alabama, shoot a VOR DME (arc) approach, over to Rome for the ILS 01 and then back home via vectors for the ILS27.

It was a beautiful afternoon. A high pressure area was located just west of us pushing a cold front through earlier in the morning. Good visibility, few clouds and haze, but the winds were supposedly gusting up to 18kts. Forecast said the winds would be diminishing throughout the evening.

We met in the flight office at about 3:30, briefed the flight, discussed what duties he wanted me to perform and decided a VFR flight plan would not be needed. Normal preflight, startup, taxi, and runup. A little gusty on takeoff, but not too bad, he climbed 4500 heading west. Smooth air, nicer then forecst, sun in our faces, we flew right by Cedartown (A4) while listening for traffic. The First chore was to intercept the arc at ITZUN, arc around to the west and north for the final approach course of 270 into C22. The GPS makes the arc work really simple, and he did a good job staying ahead of the needles. He had a bit of a late start on the descent, made good corrections, but still ended up high on final and decided on a low approach and go around. Full stop was uneventful. It is a nice little airport and we saw no other traffic.

All checks normal, we left there heading for Rome. He used the GPS to fly to KAREL (IAF), standard holding patten with a direct entry for the procedural turn and started inbound. A Citabria was in the pattern doing T&Gs, so my job got a bit busier. We spotted each other in plenty of time and he graciously took interval on us as we went down to mins and executed the missed back to the RMG VOR.

Next job was to get radar vectors for the ILS back home. Atlanta approach was busy. It took a few minutes, but we finally got our squawk. There was at least one other aircraft with a similar call sign, so we both had to listen carefully for instructions. We decided it would be best for him to take off the foggles to give us another pair of eyeballs looking for traffic. Also, the sun was at a low angle and the haze was thick enough to really obscure everything when looking west. It was a tight approach, final vectors called for a sharp turn to capture the final approach course just at AKONE (Final Approach Fix). He did well keeping up with it, made a nice approach and a beautiful landing.

What a great way to spend an afternoon! We went 194 miles, reached 148 mph and climbed up to 4613 ft.

C172P
Time = 2.1

Into the Class B

2006-01-26T20:00:00.000-05:00

Objective of this flight: Get away from the patch and work the system. The plan was to fly down to Pine Mountain (Calloway Gardens) KPIM, shoot a GPS approach, come home over Atlanta for ILS 27 at McCollum (KRYY). We used to call them TCAs (upside down wedding cakes) reserved for the busiest of airports. While I've worked with Atlanta Center many times, this would be my first venture into the crowded airspace all by myself.

All the planning was done at home, my first time filing a flight plan from my home office. Weather was perfect VFR, not a cloud in the sky and very light winds. I got to airport just before 4:00, got the dispatch kit and went out to preflight. I had planned a 2130z departure, so had plenty of time to set up the radios. I expected a far different clearance from the one filed, so prepared myself to make the changes. To my surprise, I was cleared as filed, fly heading 260, climb and maintain 3000, expect 4000 ten minutes after. Cool.

Taxi, runup and takeoff were all normal. switched to departure, hit the ident button and waited. He was busy, but I always wonder how long to wait before reminding ATC that I'm waiting for radar contact. When he did contact me he had me turn to 180 and told me I would be on vectors down to PIM. (So much for the flight plan.)

This is GREAT stuff! Flying alone in Class B, talking to controllers, watching for traffic, just doing all of the 'stuff' I've been training to do.

I planned to do the GPS-A at PIM, which has an initial approach fix called JUKRU. I got a late frequency change and was passing the fix by the time Approach figured out what I wanted to do. No problem, I responded by going direct CARVA (Final Approach Fix) and playing the GPS to make it all happen. No problem on a clear day like this, I had the field in sight early and could easily have made the landing. Missed there and headed for home.

Again, the filed flight plan wouldn't work. Center didn't want me to fly directly over Hartsfield so I was told to go direct MIKEE. Ah, nice to have the GPS now, much easier to dial it in rather then find the defining navaids, set the radials and determine the correct intercept. A few minutes later I'm given vectors again, fly 360.

I asked for and was granted vectors for the ILS. Now this was really nice, as it took me directly over Dobbins AFB and close to downtown Atlanta. Very Cool! The rest of the approach and landing was uneventful. (Really easy when you can see the runway.) 215 miles, 5,090 feet and a max ground speed of 152 mph.

C172P
Time = 2.2 hrs

Local Area Bounce

2006-01-19T20:07:00.000-05:00

Objectives of this flight: Shoot some Touch and Goes. Instrument flying has been great, but my first love in aviation has always been the landings. That sweet squeak when the mains just kiss the asphalt and you feel the struts gently contract... well, if you don't know I can't explain it to you.

It's the middle of January and the temperature is in the mid 60's, clear as it gets and I have some money in my 'prepay' account. Got to the airport about 4:00. My CFI is sitting in lounge waiting for another student and asks where I'm going. After all this time and effort to get my Instrument ticket back, its hard to believe that I just want to go out and bounce.

Normal preflight, taxi and runup. Its busy today and I have to wait a few minutes before cleared for takeoff. The plane jumps into the air when no one is in the right seat. It has been awhile, no climb checklist since I'm staying in the pattern. (What are my settings and speeds?) It all comes back quickly. Tower calls, looking for traffic and making appropriate corrections for spacing comes easily now.

8 total, 4 good (3 great), 4 "OK" (1 salvaged...balloon), full flaps, half flaps, No flaps, and all with a mild (6-8kt) left crosswind. I had a smile on my face the whole time. "Peaceful", "At Home", "Comfortable" is how I would describe it.

Next time I'll have to wander away from the patch and go explore something, but today was a good day just to bounce.

C172P
Time = 1.1

*the track was created using Magnalox. (#1152 'Local Bounce'.)

IPC

2006-01-12T09:45:00.000-05:00

I had a personal accomplishment last evening. I completed my IPC (Instrument Proficiency Check) and am now allowed by the Federal Government (FAA) to fly in clouds. I can now use the radar systems of the United States (ATC), fly on designated airways and execute standard approach procedures into airports. I've always felt that the Instrument Rating was the most difficult one to get, and am pleased to have these privileges reinstated.

I arrived at the airport about 4:00 PM local, had a short brief with the CFI , grabbed the dispatch kit and went out to start the preflight. The cold front that passed through with such energy in the morning, had left behind a beautiful blue sky and unusually mild temperatures (65F). The preflight was normal (although getting up to check the fuel level with my 'bum' leg was a bit difficult.) All checks complete, I got to the point where you turn the key and....nothing. Dead battery. I don't believe in 'bad omens' but this was not an auspicious start. Fortunately another C172 (w/Garmin 430) was available so we jumped over to that one.

Taxi was a bit unusual as some paperwork needed to be delivered to the maintenance shop on the north side of the field. This was my first time over there in an airplane, but no big deal. The nice thing is, they have a 'formal' run-up area, felt almost professional to have a space to do this other then a taxi way.

The plan was to fly north up to Calhoun, do a 'mystery' approach somewhere, and come home with the ILS. I took my time and used AMICEATM to get set for the approach. Weather is obtained from CTAF, or use the Rome altimeter settings. The Rome frequency is not listed on the approach plate, so I used the GPS nearest function to get the frequency. I fumbled a bit getting GPS back to the approach, but no major errors. The clock was broken in the airplane, so I used a combination wristwatch and Westclok for the timings. Overall, the approach went well. There were strong crosswinds but I was able to keep the needle alive. I executed the missed there and headed for the holding pattern.

The intent of the 'mystery approach' was to have me control the airplane while reaching back for my approach plates, leaf through the binder to find the right approach, brief it, set up the radios and execute it. This simulates a contingency situation, the kind of thing that happens when for whatever reason, the planned approach doesn't work.

Key here is scan. Flying the airplane while searching for the approach is cumbersome, but good trim and constant scan make it doable. He chose the GPS RWY 34 at Pickens County (which can be found under Jasper). While I could easily dial in the GPS, I needed the approach plate to determine the closest IAF. The rest of the approach was normal, except that the last pilot had set the GPS for 'airplane up' instead of 'north up' which is my preference. I got slightly confused on the first turn as I tried to transition form the screen to the plate. (Later, we changed the preference.) The rest of the approach was uneventful. Missed there and headed for home. By this time it was getting dark, and it was nice to find that the panel lights worked! (I still had my flashlight at the ready.)

Climbed to 3000, headed roughly south and listend to ATIS for KRYY. I contacted Atlanta Approach and requested vectors for ILS 27. No problems. I was 'on rails' until the end where I zigged to the left a bit. Overall a very good approach and nice landing.

Assessment: The most challenging (and interesting) part of this 're-training' was the use of GPS. Tuning in and flying the needles came back rather quickly. However, adding the 'TV Set' into the scan, and prioritizing it properly was much more difficult then expected. Once I learned to relegate it to a secondary system, I did much better. (I spent far too much time trying to tune the GPS, when I could have accomplished the same thing by twisting a radio knob.) There is no question that the situational awareness provided is simply wonderful, but the other aspects of Aviate - Navigate - Communicate can not be sacrificed for that extra bit of added awareness.

C172P
Time = 1.7

Accounting

2005-12-23T17:02:00.000-05:00

It's that time of year, to look back and see what objectives were planned and how effective was I at accomplishing them.

First, I had no plans to start flying again this year. Life was/is still much too hectic for me to engage in another (very expensive time consuming) hobby. So any progress in this area has to be considered a positive. Once I decided to get involved, I had just three objectives: 1) Pass my medical. 2) Pass my Biannual Flight Review for Private Pilot. 3) Fly at least once a week. I planned to start on Instrument Proficiency next year (first half) and perhaps CFI after that.

So, results:
1) I scheduled and passed my 3rd class medical in March. The only restriction is I must wear glasses when I fly.
2) I researched the local area for flight schools. Assessed what I wanted to get out of the training, interviewed some instructors in March and April. I took my first flight in mid-April. I passed the BFR and soloed by the end of May. (Got checked out in a Tiger, then a Warrior, and finally the 'high wing wonder'.)
3) I started flying with 37 weeks left in 2005, I finished the year last night with just over 38 hours. Unfortunately it wasn't every week, but the intent was there.

In addition, I've worked hard on my instrument skills and am getting close to completing the IPC. CFI is still something to consider for next year. (Tailwheel endorsement, Complex a/c)

I underestimated the amount of study required. Books include: Rod Machado's Private Pilot Handbook and Instrument Survival Guide, FAR-AIM, Hayes's Instrument Oral Exam Guide, Eckalbar's IFR: Structured Approach. Various magazines, and of course web sites were all used to get back up to speed. (BTW, I didn't know what a Blog was last year. Podcast?) I also use Microsoft Flight Simulator and the Garmin 430 Simulator.

I also underestimated the 'flight bag'. Headsets (need one for a passenger too), charts, plates, and gadgets like GPS and Transceiver (not needed but definitely nice to have), and other assorted pieces of gear.

So, what about the cost? Roughly twice what I estimated (but then I got further along then initially planned). As my wife said last night "Not a bad investment."

My Christmas Present

2005-12-22T22:13:00.000-05:00

The objectives of this flight: Enjoy.

After all this time, I finally had a chance to fly with Mandy. The weather was great, a bit hazy but ATIS was calling it 10 miles. No clouds and only light winds from the west.

We started the preflight at about 4:30. I carefully explained each step of the procedure, pointing out what I was looking for and why it was important. Same thing once we sat in the cockpit. Gave it some time to sink in, allowed her to ask some questions, and tried to prepare her for what to expect. No surprises. Start, taxi and run up were all normal. Take off was as well, except for her gasps of excitement!

Very smooth air. Climbed to 4500 to get above the haze layer, trimmed it up and let he have the controls. Slow easy turns made easy by the sharp horizontal line caused by the haze. Talked just a little about lift, and why back pressure was needed in a turn. Then I gave some headings to fly, which she did quite well. No problems with airsickness, sinus problems or other distractions. So we flew south for a bit, to enter the pattern from the southwest, hopefully flying over our house. Pretty close, and we did identify our development, but not the house.

The haze mixed with the low light from the setting sun made very poor visibility. Tower was calling traffic within 3 miles that I couldn't see until behind my wing. Navigation lights and beacons just seemed to be a part of the traffic lights below. Entered left traffic number 2 behind a Piper on a right downwind. I was able to pick him up after a few tower calls, and extended the pattern just bit to follow him in.

Checklist complete, on speed, on altitude and the air is smooth as silk. Over the Mall on final, the Piper cleared the runway and it was my turn. Good landing.

"When can we do this again? I mean really?"

Does it get any better then that?

We traveled just 75.4 miles, climbed up to 4627 feet and reached the awesome speed of 135 MPH. What a beautiful night.

C172P
Time = 1.2

IFR 10 - IPC (almost)

2005-12-21T15:12:00.000-05:00

The objectives of this flight: The Instrument Proficiency Check. I planned the same route as last time, up to Rome, over to Cartersville, and back home. Weather looked good (a little gusty out of the NW, but not bad). Sky as clear as it gets.

However, it was a bit cold, so I got some hands on training on how to use the engine heater. The briefing and preflight were normal. Engine started well (no prime required). Taxi and run up without any problems. Took off to the west and put on the foggles, climbed to 4500.

Radio setup went well. RMG VOR in Nav2, RMG ILS in Nav1, GPS backing up our track to Rome. AMICEATM went fine. We discussed holding entry, and noted on my last flight I entered direct and typically this is a parallel entry. (I pointed out that my heading was 'all over the place due to poor airmanship setting up the GPS, so a direct entry was correct at the time.) Station passage, outbound to the entry, just waiting for the ILS to center. Did not happen, so I used the GPS (which recommended a direct entry) to establish myself outbound. Ahah, ILS still in standby, push the switch and all is ok. (Identify means to actually listen to the dit dah!) ouch

The rest of the approach was fine, down to mins, and could have made the landing. Missed back to the VOR. Nice to have RMG in Nav2 so that I can set up for Cartersville with the GPS. I had selected the Loc like before, but decided to do the VOR A /GPS. This would give me the 'circle to land' approach needed. (Besides I had blown this on IFR 2, so wanted to do it right.) It is an interesting step down approach that takes you right by the cooling towers (1720 ft) at Cartersville. The CFI let me take a peak to underscore the reason for the altitude restrictions. The last step is pretty steep (2200 to 1560 in 1.6 miles). I got to mins, took the foggles off and did a nice circle to land on Rwy 1 (smooth landing).

Cleaned up, climbed out and headed back home. Unfortunately the transponder acted up and we were unable to get vectors for the ILS. We stayed VFR and the CFI provided the vectors needed. More then normal s-corrections, bobbing on GS was not pretty, but not pegged either. (I almost went missed at the Loc mins again.) It was an OK landing.

So, improvement over the last few flights. Airwork is ok, headwork improving. One more flight into a 'strange airport', an "unplanned approach" and maybe some more partial panel work should convince us both that I am ready.

This was a good flight, it should have been great. I know what to do, how to do it, and know when things aren't right, but I'm still not executing to the best of my ability. I'm really looking forward to the next flight.

Focus on the journey, not the destination.

C172p
Time = 1.5

IFR 9 - More Practice

2005-12-12T22:13:00.000-05:00

The objectives of this flight: 1)Build Confidence, 2) Practice procedures.

I linked up with a safety pilot for this flight, another private pilot working on his Instrument rating. His job is to look outside for traffic while I wear the foggles and look inside at the instruments.

My plan was to fly VFR direct to the Rome VOR, do the the ILS into Russel (RMG), then right over to Cartersville for the Localizer, then back home and ask for vectors to the ILS at Cobb County.

KRMG 121853Z AUTO 29013G21KT 10SM CLR 13/M01 A2990

KRYY 121845Z 29015G21KT 10SM FEW030 12/M01 A2988

The weather was finally good, although gusting winds to 21 knots would make it interesting. I didn't file a flight plan as most of the work would be around non-controlled fields. The brief, preflight and taxi all went well. It is a little different being in the plane without an instructor, more personal responsibility, less effort to impress. I just felt more comfortable. The safety pilot pointed out things he does a bit different, I shared my procedures, and overall it was a very good 'give and take'. Low voltage light during run-up, avionics off (GPS flight plan lost), master reset, voltage OK.

After we cleared Cobb County airspace I put the foggles on and set up to track inbound to the VOR. Along the way I set up the radios, listened for weather, listened to and advised Rome traffic and generally completed all of AMICEATM. I used the GPS as backup and rediscovered my tendency to apply yoke pressure when fiddling with the GPS. I'm just going to have to put my left hand in my lap when I tune that thing. Otherwise my air work was acceptable, though far from my best.

The ILS uses a holding pattern for the procedure turn, the IAF is defined by the inbound course on the Localizer(Nav 1) and a radial from the RMG VOR (Nav 2). My radio setup was good, and it was nice to have GPS setup as backup and situational awareness. (BTW, approach plates are much easier to read in the daytime.) Gusty winds pushed me around a bit, but I felt very comfortable with the approach. Went to mins and executed the missed back to the VOR.

Since I was tracking with Nav 2, it gave me the opportunity to set up Nav 1 for the next approach. Again, I backed this up with the GPS (careful to scan and not push while tuning in the new procedure). Cartersville had touch and go traffic on the opposing runway, so we stayed at altitude for this one. (Again, I was really interested in procedures, so going down to mins wasn't essential.) Normal procedural turn, intercepted the Loc inbound without any problems, took the foggles off so two sets of eyeballs could look out for traffic. Went missed and told the boys in the pattern I would get out of their way.

Heading east, the setting sun shining on Atlanta was beautiful. City lights were coming on and the traffic jams coming north made me delighted to be in the sky. I contacted approach to see if they could fit me in for vectors to the ILS back home. It must have been a slow night since he gave me a squawk, told me to stay VFR and gave me the vectors I requested. Foggles back on, checklists complete for a beautiful ILS. Foggles off a little above mins, I saw I had maybe 20 degrees crab into the wind so decided to use just 10 degrees of flaps and fly it a little fast. Landing was not my best, but respectable.

Fun! This was a fun flight. I did all of the things I needed to do, found some inherent weakness in my personal routine that can be corrected, and made a new friend at the same time. We traveled 155 miles, got up to 155 mph and climbed all the way up to 3907 feet. (Scattered clouds at 4500 kept us down around 3000 for most of the flight.)

C172p
Time = 1.7

IFR 8 - Practice, Practice, ...

2005-12-01T22:08:00.000-05:00

The objectives of this flight: Practice. I filed a flight plan to Chattanooga via airways. I planned to do an ILS followed by VOR/DME arc then back home via standard arrival and a GPS.

The planning, preflight and takeoff were all normal. We were cleared as filed, which took us to Nello Intersection then V5 into CQO (Choo Choo) for the approaches at KCHA. Two weeks since the last flight, I was a little rusty, or at least not as sharp as I would like. I had to work to track the course, maintain altitude and make the radio calls. The course deviation never got close to pegged, but it was seldom in the donut either.

CHA was pretty busy and I had vectors for spacing before getting on the approach. I was slow to flip the LOC frequency from standby to active and had a difficult time reading the minimums for the approach. (I discovered something here. I've been using a red LED flashlight for my night flying. For whatever reason, when I use that I can't quite focus on the approach plates. Using a standard red flashlight works better for me.) Good course and glideslope, but I missed at the Localizer mins instead of the ILS. (Dummy)

OK, so executed the missed approach and went for the VOR arc. Osily (IAF) is 7 miles out on the 090 radial, and you arc to the south for a 332 final approach course. Winds were quite strong out of the west, so I used a 20 degree cut instead of the normal 10. It worked well. Course control on final was good. Missed there and turned for home.

The air was much smoother on the way home. Basic air work was much better. I asked for and was given the Bunni Two Standard Arrival (STAR), which took us right by RYY. The GPS 27 was good with a nice landing.

Overall it was an OK flight. I was not happy with my air work. It was a good training flight. Nice to go somewhere different, and a great opportunity to review cross country procedures. A little more practice and I should be ready for the IPC.

251 miles round trip, 5047 feet (always just a bit off), and with the tailwind on the way home we got up to 172 mph.

Cessna 172p
Time = 2.6

IFR 7 - Just one of those nights

2005-11-18T08:20:00.000-05:00

The objective of this flight: 1) Practice and review. I wanted to get some ground school done, primarily to review Federal Aviation Regulations (FAR Part 91), Aeronautical (Airman's) Information Manual, and Low Altitude Charts and Approach Plates. After that, I wanted to fly a few ILS approaches just for 'polish'. I'm feeling comfortable now, and just wanted to finish off any items prior to the IPC (Instrument Proficiency Check).

The briefing went well. My study of the manuals paid off, and I reviewed the DVD from Sporty's on the IPC. No questions surprised me, and we discussed common sense, practical airmanship as well as what is in the book. (Knowing that you are going into real IMC conditions, what is your minimum equipment list for a Cessna 172?) I missed a lot of questions on the low altitude charts. Everything is on the legend, and I could easily find it there, but probably a good idea not to be searching a legend on the other side of a chart while bouncing around IFR. So, I need to look over that some more.

Question: Is it legal to download approach plates from AOPA or AirNav (or other WWW sources) for use in actual IFR conditions?

We decide to try a PAR into Dobbins AFB. I hadn't done one of those in XX years, so thought it might be fun. Then try some ILS approaches back home and call it a night. KRYY is Notam'd for runway closure at 10:00 PM (local) for repairs, so we need to be back home before then.

So I go out to preflight and it is cold! My planning METAR looked like this, and by 2300Z it was colder:

KRYY 172045Z 34012G18KT 10SM SKC 07/M09

The first really dumb thing; "Normally" I take the key from the dispatch kit and put it on the glare shield. That way it is visible to any maintenance guys, or others walking around the airplane so that they know the twirly thing in the front isn't going to start moving. This time I put it in my jacket pocket. When I removed the pitot cover I put that in the same pocket. Back in the plane, I put the pitot cover in the dispatch kit (so I wouldn't forget about it and take it home with me.) When I got to the START Checklist we spent a good 10 minutes looking for the darn key. It was in the dispatch kit tangled in the flag of the pitot cover.

The rest of the ground procedures were normal. Take off a little squirely due to winds. Contacted Dobbins and found out they don't accept practice PARs for security reasons. OK, I can understand that, but its too bad.

Plan B: My instructor would like to shoot an approach and asks if I would mind being his safety pilot. GREAT! An education in itself watching his setup and execution. It really helps to drive home all of the tips and techniques he taught me, by seeing him using them to such good effect.

After he gets done, its my turn. Foggles on, approach plate ready, time for the ILS 27 at RYY. He asks me to contact ATC and request the approach. This is easy now, and all communications go well. (BTW, it really does help to have an active noise canceling headset.) Radar contact, on vectors for the approach. AMICEATM

Second really dumb thing: The 'C' in the gouge is for Course. I missed it. I checked it on the approach plate but never dialed it into the CDI. So I'm happily plowing along on vectors, "Cessna 361 turn right heading 240 intercept the final approach course you're cleared for the approach". Course deviation for the Localizer is alive, I turn to....the course from the previous approach, 183. CFI says I'm confused. Center says I'm well south of approach course and asks if I need vectors back. The light bulb comes on. "Center, 361, no thank you sir, I can find it." 30+ correction back to course and by this time the Glide slope is coming alive and the course needle is unpegged. "361 remain VFR, switch to tower Frequency." I'm scrambling. Aviate, Navigate, Communicate. Come left to final approach course, power off to start descent, did I miss anything else? Punch the button to bring up Tower. "Tower, Cessna 361 is with you at AKONE (FAF) ILS RWY 27 with information November. 361 Tower, what are your intentions following this approach? 361 will execute a missed approach for another ILS 27. 361 what are your missed approach instructions?" What, is he testing me too? OK, I know this; "Tower 361 will turn right 030 climb to 3000 feet and contact Approach on 121.0" It was not a test, evidently ATC had never made the complete hand off to Tower.

OK, so that one was ugly. CFI asks if I want to try to redeem myself. Redemption is a good thing. Next one goes OK. A little chasing at the end, I think due to winds, but definitely would have been able to land from real IMC.

Humility is a good thing. Just about the time you think you have this stuff wired, you get a 2x4 to the side of your head. Bad flight, GREAT(!) training flight. We covered 146 miles, reached 143 MPH and an altitude of 4448 feet.

Cessna 172P
Time = 1.2

Autumn Color

2005-11-12T17:00:00.000-05:00

The objective of this flight was very easy: 1) Go north to the Georgia mountains and see the fall colors. N53361 is in for an annual inspection, so I got switched to N737SA, another 172P but without a GPS. It was definitely not required for this flight. Nate called from Cedartown, he had just finished sky diving and wondered if we could pick him up. I was sure that with full tanks, the three of us, and his gear, that the weight and balance numbers wouldn't work.

We were a little late getting to the airport, and as it turned out, the plane needed gas which got us out later then I had wanted. Preflight was normal, but the radio stack was a little different so it took me some time to figure out how to set the frequencies needed for ATIS, ground and tower. The air temperature was a little cooler today, mid 60's, and clear blue sky. Taxi and runup normal, and I decided to let Kathy try a take off. Smooth power, a little rough on the rudder and nice take off attitude. Pretty good for her first attempt. We departed to the north at 2500 feet roughly following I75.

There wasn't as much color as I had hoped for. Maybe because of the low angle of the sun, but the trees were mostly brown and green, not the oranges, reds and yellows I had expected. I let her fly most of the time, no problems encountered. After about twenty minutes she did a 180 and we headed for home. The setting sun illuminated the glass buildings in Atlanta making them seem almost on fire. Entered the pattern on an extended left base and finished with a beautiful landing.

The Flying club was having a Turkey Fry, so we met with Nate for a great dinner. My kind of ambiance, sitting in a hanger watching airplanes land.

The 96c is working better, but still didn't get a complete track.

C172p
Time = 0.7

IFR 6 - Communicate

2005-11-03T21:41:00.000-05:00

The objectives of this flight were pretty simple, 1) Work with ATC. This time I checked the winds BEFORE chosing what approaches I would try. The GPS arc at LZU still looked interesting, and an ILS is always fun, and back home I could do a simple GPS.

Th flight plan looked like this: Depart KRYY then JOXUV KLZU FLANC KFTY UPHAH then back to KRYY. JOXUV, FLANC and UPHAH are initial approach fixes for what I had chosen.

Brief, preflight, and clearance delivery went fine. The interior lights are still a problem, so we broke out the flashlights again. I was cleared Radar Vectors as filed, climb and maintain 3000. Take off went fine, on with the foggles!

The first approach was the GPS RWY 7 at Briscoe Field (LZU). Radar Vectors means just that, we went well past JOXUV before getting cleared back to it due to heavy traffic. No problem though. What happens when you pass JOXUV and start the arc? Distance will be to the next waypoint, not the center of the arc (in this case PDK). MSG tells you to update course, and if you fly that course it pretty much keeps you on the arc, neat! Not so neat is pushing the OBS instead of the MSG button halfway through, because that suspends the procedure. To correct, go to the Flight Plan page, select the arc and enter. Presto, back on the approach. (BTW, using a flashlight to find little GPS buttons while looking through foggles and bifocals at night is a real trick.) The rest of the approach was routine, missed there and headed toward FLANC.

Well, kinda, because I was still on vectors. It gave me plenty of time to set up for the ILS RWY 8 at Charlie Brown (FTY). I learned something here too. Even though trimmed up nicely, I lost about 150 ft while doing 'A mice ATM' for the next approach. While distracted I had a tendency to gently push on the yoke (positive contact - lesson learned; adjust scan and don't push). The other 'gotcha' is what Linda addressed in her blog. "I have finally resorted to teaching the acronym TITS -- standing for Tune, Identify, Twist (the OBS)and Select the source of input data". I decided to include it under my identify step in 'mice', but the point is, you must know what source is driving the navigation head. I still had it set for GPS and needed to switch it over to VLOC for the ILS approach.

OK, nothing tricky here, just follow the instructions and get vectored around to the final approach course (082). Once headed south the CFII pulled out the instrument covers for partial panel. OK, the key here is to remember timing. Approach vectored us to 140. (180 -140 = 40 or about 15 seconds. Check compass. Pretty close!) "Come left heading 120 intercept final approach course you're cleared for the approach." (140 - 120 = 20 or about 10 seconds. Not bad.) The needles are alive! (120 - 82 = 38 or about 15 seconds. Pause and see what the needle says.) Right of course, turn left count 1, 2, 3 stop turn, wait. Right of course, on glidepath reduce power to 1700 RPM turn left count 1, 2, 3 stop turn, wait. On glidepath and the needle is coming back in for course. Hold wings level wait.....wait...Above glidepath left of course, speed is slow, lower nose back to 90 knots, right turn count 1, 2, 3 wait. On glidepath on course, wait... wait, above glidepath on course, reduce power 100 RPM wait. On speed above glidepath take off another 100 RPM wait. Needle stopped moving but not coming back, another 100 off, right of course, turn left count 1, 2, 3 wings level, wait. Decision height execute missed approach, turn left heading 300 climb to 3000. OK, now what is the math? (Target heading minus Final approach course is 300 - 082 = 140 or about 45 second)...did you start the clock, yep. Nailed it!

Vectors for the GPS RWY 9 back home was uneventful. Took the foggels off at mins, slightly left of centerline. And oh, what a beautiful landing!

Great flight. I was especially pleased with the approach at LZU, since it taught so much about the Garmin 430. I'm getting very comfortable with this now.

The 96c failed to provide a track again. I'll put it on the glare shield next time.

172p
Time = 2.0

IFR 5 - Arc

2005-10-27T22:53:00.000-04:00

The objectives for the flight were: 1) Communications with ATC, 2) Fly an approach with an Arc, 3) some partial panel work, 4) cross country considerations (IFR enroute).

The plan was to fly down to West Georgia Regional (CTJ) and treat it as a x-country flight. Then up toward the Rome VOR where the CFI would specify an arc to fly to the initial approach fix (IAF) for the Localizer approach into Cartersville (VPC) and end with vectors to the GPS RWY 9 at home (RYY).

There was a new twist tonight. My instructor introduced me to another student and asked if it would be OK for him to come along as an observer. It is common for qualified Private Pilots working on their instrument rating to have a 'Safety Pilot' come along for practice flights. (The two students can split the costs, and don't need to pay for an instructor.) Three 'full sized' men meant that we needed a bigger horse, so I got to fly a different, newer Cessna, C172S - (N2165L). It has a 180 HP engine, fuel injection, and a nice Nav package (but not the Gamin GPS I'm accustomed to using).

The briefing went well and focused on GPS x-country operations. (objective 4) What are the minimum altitudes you should use when going direct from point A to point B? (Not on an airway, is the MEA relevant? What about obstruction clearance? What happens if you have a GPS failure/electrical failure/comm failure while tracking to an unpublished way point?)

Flight down to CTJ was fine, beautiful evening, smooth air, but I had 'foggles' on so didn't see the sunset. (Although I was told it was spectacular.) Shot the full (with procedural turn) ILS RWY 35 without a problem. Airwork is getting solid now, no issues with glide slope control.

Executed the missed there, climbed up to 3500 and headed toward RMG. The CFI asked me to do a 7 mile arc from south to east to intercept the 080 degree radial and fly outbound on it to VPC (kindasorta objective 2). Flying an arc is an interesting exercise (example). You actually break it down into small straight segments, correcting in or out as necessary to maintain the correct distance from the navaid. The trick is to figure out the entry (which way to turn) and then when to make the corrections. I knocked some more rust off my neurons and dove in. These days, its nice to have a GPS that provides a picture (but to be honest, I forgot to use it until I was about half way through the arc.)

Once I intercepted the radial, he placed some instrument covers over the Attitude Gyro and the Directional Gyro. This simulates a vacuum pump failure and is called flying "partial panel"(objective 3). The trick here is making turns. The compass is unreliable while turning, so you are forced to make 'standard rate' turns. (2 minutes to turn 360 degrees.) So, you first calculate how far to turn (080-005= about 90) then figure the number of seconds (about 30) then punch the clock and start the turn. Roll out after 30 seconds, check the compass and correct as necessary. Altitude changes are done by setting the known RPM, flying the right airspeed, and closely checking the VSI and altimeter as always. Needless to say, the pilot is very busy...and yes, if this actually happened in IFR conditions you declare an emergency and get all the help (radar vectors) you can get. Now a big advantage today is (again) GPS. It has actual track over the ground information, and some even have a built in Directional Gyro. No it is not 'cheating' to use this.

With full instruments back, the GPS RWY 9 back home was uneventful.

Another good work out, no question that I was tired by the end of the flight. I'm satisfied with the progress I'm making and feel that I'm getting close to where I should be. My headwork is getting better. A few more flights should do it.

Unfortunately my poor little 96c was stuck in my flight bag under a pile of stuff and probably couldn't find any satellites. No track this time.

C172S
Time = 1.7

*Congratulations Mandy! Last night was her Off Broadway Debut to an Actors Equity audience for "Tick Tick Boom". While still waiting for official reviews, I'm confident this was just an outstanding performance.

IFR 4 - Say Again?

2005-10-21T13:04:00.000-04:00

I had four objectives for this flight: 1) I wanted to practice communications with ATC, 2) I needed to refine my air work especially on Glide slope, 3) I wanted to fly an arc approach, and 4) I wanted to file a flight plan.

I planned to fly the ILS RWY 8 at Fulton County (Charlie Brown), the GPS RWY 7 at Gwinnett County (Briscoe Field) and the ILS 27 back into Cobb County (McCollum Field). The relative close proximity meant I would have to work hard to stay ahead of the airplane.

The preflight briefing went well, and since my plan would keep us close to Atlanta, my instructor asked that I file a flight plan (Objective 4). Not a problem. Really just a matter of filing in boxes on a form and calling Flight Service to activate it. (This can be done from the PC these days.)

The preflight was normal. Once started I adjusted the radios so that I was ready for Charlie Brown. I also had to add a step to get a clearance, the reason for the flight plan. It is important to have a pencil ready becasue all instructions must be read back correctly.

Normal Taxi and runup. (Low voltage light had me reset the electrical power, which meant I had to reload the GPS...but no real problem with that.)

After takeoff McCollum tower had me swicth to Atlanta Approach control. One button push on the GPS. They were very busy. It seemd like five minutes before I could break in and identify myself. "Roger Cessna 361 come left heading 120 climb and maintain 4000. State intentions." (Objective 1) No problem, I flew as directed, read back the clearance and asked for the ILS RWY 8 into Fulton County. "Unable 361, State intentions." Brain Freeze.

The instructor helped me out and asked for vectors to VOR A instead. So, some shuffleing to get the right approach and go through my 'gouge'. This is a pneumonic or acronym pilots use to remember stuff:

MICEATM: Marker beacon and align directional gyro to Magnetic compas, identify (the navaide), Course (final approach course), Entry (radar vectors, or as published), altitude(key altitudes for the approach),Time(if needed for the missed approach), Missed approach (procedures). Adding an "A" in front for ATIS (weather and runway information), makes it "A mice ATM".

Airwork was good, really for the entire flight. I need more polish, but flying the airplane is not my problem. Keeping my head in the game is. I must always ask myself what is next, what else can be done, how do I prepare for the next event. I'm not quite back to that way of thinking.

ILS into Briscoe went fine (objective 2), but along the way the airplane instrument lights failed. Time for flashlights. Always have one ready when flying at night.

Missed approach there, radar vectors to ILS back home. No real problems with that one either. Night landing was uneventful.

A GREAT training flight. I learned much, but still have much work to do. I'll find another approach with an arc for next time. (and yes...it really is fun!)

*My thanks to John R (http://johnsflightlog.blogspot.com) for his idea about using Google Earth. Pretty cool! There are three tracks depicted, which represent my flights for October.

Cessna 172p
Time = 1.9

Nates 2nd

2005-10-18T13:45:00.000-04:00

The Flight School had a window from 11:00 to 1:00 for N53361, and the weather is 'severe clear'. Upon arriving I'm told that the vacuum pump is 'squirley', but for my purpose, this is not a problem. (I'll be practicing partial panel later, but with the outstanding weather, the Directional Gyro and Attitude Indicator aren't mission critical.) Normal preflight, taxi and runup. Nate does all of the checklists for me. Position and hold. I explained what to expect and let him take off. Pretty good job, nice rudder control.

We depart to the west in the general direction of VPC. Talk about airspeed, outside reference and trim. Complete the checklists, etc. We can see to almost forever. Level off at 3,500 feet, and do some basic airwork maneuvers. Turns, climbs, and descents. He does a nice job, very easy on the controls. I think Skydiving has given him "air sense", but I'm not sure if there is a real correlation.

My turn. Back to RYY for some T&Gs. ATIS has changed to Xray, but it is as nice as can be. Light winds right down the runway. Listening for tower calls, looking for traffic and explaining what I'm doing gets a bit hectic, but all works out fine. I abort the first landing (not bad, just not what I wanted) and make two more and a full stop. Nice workout, and I was really glad to have the company. We coverd 89.2 miles, climbed to 4822 feet and had a max speed of 141 mph.

Cessna 172P
Time = 1.2

IFR 3 - Aviate, Navigate...

2005-10-12T21:13:00.000-04:00

...Communicate. I decided to reduce the number of variables and let the instructor do the talking. I just wanted to concentrate on flying...good basic airwork and solid navigation. We planned the GPS RWY 4 at Cherokee County (47A), my first ever GPS approach, followed by the Localizer RWY 19 at Cartersville (VPC) and finished with the VOR/DME RWY 9 at home (RYY).

The GPS is pretty straight forward, once you get the 'knobology'. Its almost like dialing your cell phone while driving a stick shift in stop and go traffic. Its easier if you have speed dial set up, so I need to learn all of the short cuts to get the Garmin 430 set up quickly. The simulator really helps, and the instructor was able to polish that knowledge a bit more with some good advice. (Direct/enter/enter). My airwork was good. I was able to stay ahead the whole flight without any problems, much better the IFR2.

LOC Rwy 19 was also good. I need to polish my procedures here. Get all of the necessary checklists done (MICEATM), and insure all of the timings are started correctly. I was ahead of the plane, and had not listened to ATIS or CTAF. I need to organize myself better, but overall the approach went well. No longer chasing the needle, instead I put a correction in and wait for effect (about 3 scans) before correcting again. Also, I talk to myself the whole way down stating target heading and next target altitude. That really works. Level off OK, but he suggested I add a bit more pitch up (about one pipper) to really stop the altimeter. Will incorporate that next time.

VOR back home was easy. The approach leaves you way out in 'left field' so it might be dicey in actual conditions, but I had no problems flying it as published. All checklist complete and squeeek on the landing! We covered 95.6 miles in what was a really good confidence builder. Now I need to learn how to talk again.

Time = 1.2

Weathered Out

2005-10-06T13:57:00.000-04:00

I'm learning how to fly in weather, so this should have been the perfect training flight. We decided not to go. Weathered out. I guess it comes down to my personal minimums. I recently saw a DVD with Richard Collins "The Prepared Pilot" (a part of his Air Facts series from Sporty's) and one of the topics focused on things he just would not do. Never overload the airplane, always plan to have at least an hour of fuel remaining after the trip, etc. He also talked about his personal weather minimums. So, what personal rules will I follow?

IFR, solo, at night: It might happen, but I'm not going to plan on it, and will avoid it if at all possible. Accident statistics support this decision.
Dick's idea to plan about an hour of gas in the tank sounds pretty good.
Approach minimus will not be busted, period. (No 'taking a peak'.)
No re do. If the first approach was flown right, no sense going back again because the weather hasn't changed. Go someplace else (with better weather or lower approach mins).
No 'circle to land' at a strange field at night.
Don't continue a flight with things that are inoperative for the sake of making a meeting, job, or family.
Icing is bad. Always check for icing conditions before the flight. Be prepared to change plans if icing is encountered.

I'll have to think about some others.

The pictures at the top represent a "no go" situation. The weather at the field (KRYY) is lower then the published minimums (green arrow) for the most likely approach. Too bad, I was really looking forward to flying tonight, but not into the remains of tropical storm Tammy.

IFR 2 - Chasing it

2005-09-29T20:59:00.000-04:00

We spent some time briefing this one and decided that the best use of time would be the ILS/DME 1 into Rome (RMG - I-HBQ), followed by a simple VOR/DME A (RMG) into Cartersville and finally an ILS 27 (I-RYY) back home. Pretty straight forward with no apparent tricks, as long as I stayed ahead of the aircraft. I didn't.

The departure was uneventful and the climb to 4500 went fine. I had the 284 from RMG dialed into #2 Nav, Localizer with 007 in Nav #1 with GPS backing up the approach. I chased the needle a little bit inbound, but the rest of my air work was solid. The holding entry to approach was straight forward(right turns - parallel) and I looked good at the initial approach fix (IAF). It went down hill (in more ways then one) from here. I intercepted the glide slope normally, but started chasing the needle for heading. I should have picked a course to fly and let the needle correct, instead I kept chasing it all the way down. Pretty ugly

Missed was fine, back to holding at RMG (left turns - teardrop) , but I was late doing checklist and getting Navaids set up for the VOR into Cartersville. Just plain ugly. Busted mins, chased the needle, overall just worked way too hard. Circle to land went well, and the landing was great.

Picked up radar vectors for the ILS 27 back home. Had to just fly straight for awhile...gave me a chance to think ahead. Everything was set by the time I intercepted the final approach course. I flew course this time, calling out the corrections to myself all the way down. This worked well. Took the glasses off at mins for a beautiful setup for landing. I blew the landing.

Hard, hard workout, but a great training flight. The course covered 165 miles. My cockpit organization is lousy, my procedures are rough, but I'm optimistic. I can do this...and it is REALLY fun!

Time 1.9

Homework

2005-09-26T12:48:00.000-04:00

I can remember sitting in a one bedroom apartment, studying a small plastic RMI. Three of us would give different holding instructions while the others tried to figure out the correct entry procedure. Things have changed. Now GPS allows you to see the pattern, provides a direct track to the entry point, and even provides the recommended entry. If only I had been able to have this then. Technology is great. The simulator can be downloaded for free from the Garmin website. Couple this with MS Flight Simulator you can fly the entire lesson while sitting at home with the computer. While the PC doesn’t provide the ‘feel’, it does give you the situational awareness needed to anticipate what the approach should look like.

First Instrument Flight

2005-09-22T21:39:00.000-04:00

After taking off he handed me some "foggles" to put over my glasses so that I could only see the instruments. I continued to climb, turning north to get up to the practice area. I wanted to get the 'numbers' straight. How many engine rpm are necessary to climb at 90kts, what is the pitch up attitude, how many feet per second will that yield? Same for descent, slow flight, etc.

Next I did a Localizer Approach into Cartersville (the straight portion heading south next to route 293), missed approach and did a VOR approach back to Cobb County. I took the glasses off at pattern altitude for the approach, and did a 'circle to land' (left base) to a "squeaker" full stop landing.

It took a little under an hour, but I was so busy it felt like 5 minutes. More approaches (including an ILS) next week.

Total Time = 0.8

Cessna

2005-09-17T21:35:00.000-04:00

I got checked out in a Cessna 172P last night. I thought you might be
interested in the track. As you can see, we did a number of T&Gs, some
slow flight and steep turns up at the lake, then back (right base) for
some no flap landings. The last was particularly interesting as he
chopped power 700 ft immediately after Take Off and I did a 'tear drop'
back to the opposing runway. A lot of fun.

Time = 1.2

D.R.

2005-08-19T14:05:00.000-04:00

It was time for an exercise. I wanted to navigate the "old way", by planning a flight, drawing lines on a map, and using dead reckoning and visual landmarks on the ground to get from "Point A to Point B". No GPS for this one. I took off solo from KRYY in a Warrior on a Friday morning to avoid the afternoon CBs. First point was Calhoun (CZL), pretty easy as it is just up I75. Next, over to Dalton (DNN), was a little more difficult. Roads are not as prominent as you might think, and there are a lot of tress out there. Even a little haze makes searching the ground difficult, but after a few long minutes the airport was in sight. Finally, the leg home was along a road, keeping the ridge line on my left an looking for the lake. No problem. Entered with a right downwind to a full stop. In can be done...but it sure is nice to have a moving map

Time = 1.3

T&Gs

2005-08-05T09:00:00.000-04:00

The weather stinks. The plan was to go out and tour the local area, but visibility is less then 5 miles in haze, so we won't see too much. Kathy decides she wants to come along, and while she has an anti-airsickness device, I'm skeptical. I love to do Touch and Go's. To me they encompass everything in flying; climb, transitions, and landings. But these are not good for someone prone to air sickness. She did great! Four T&Gs in the Warrior plus the full stop. A nice way to spend a summer evening.

Time = 0.5

Kathy's 2nd

2005-07-09T12:11:00.000-04:00

Saturday morning, sunny and dry, with yard work and lots of house work to do. Kathy finally asks;"Can you get the airplane today?" A quick call to the school and I find out that the Warrior is available. Drive over to KRYY and it is really busy. Some Warbirds are in selling rides for a charity. I get the dispatch kit and have her wait in the A/C'd lobby while I do the preflight. I take extra time to brief her on what we will do, what to expect, what things to look for. I also have her read the checklists for me, keeping her involved in the progress of the flight. It is hot!

Taxi checks, run up and take off go fine. Depart to the NW for some simple cruising, and let her fly for a bit. It is going well. Nice easy turns, good horizon, slow climbs and descents. I don't do anything to disturb that inner ear.

Fly over toward Cedartown, where Nate skydives, and listen to CTAF for traffic. No problems, but decide not to risk a T&G, just wander back toward home. All is going real well, she is comfortable, even smiling. Upon contacting the tower I'm told that my traffic is a P51. Can it get better then that? Oh, according to my faded old logbook, her first flight with me was over 31 years ago.

Time = 1.2

Humility

2005-06-17T19:18:00.000-04:00

It seemed simple enough. I had been flying a low wing airplane for awhile now, and still liked the round out, transition, and flare that is unique with the wing in ground effect. The weather wasn’t real good, with lots of ‘bumpers’ in the area, so we decided to stay in the pattern and bounce. First one was OK, but the picture wasn’t quite right. Next was left of centerline and fast. It went down hill from there. It just seemed that the airplane was fighting me. I would have a “happy airplane” on base, but turning final things would fall apart. Finally, after numerous attempts, my instructor had pity on the airplane and called it off. Time to try it another day.

Time = 1.2

What happened? A long night flying in my easy chair in front of a silent TV gave me time to replay the flight. First, the pitch was all wrong, because the Tiger is faster and flatter then a Warrior. Second, I was off speed by always coming in too fast. Third, I spotted the deck. I was landing left of CL and in concentrating on that I failed to scan the entire runway prior to the flare.

The first thing I needed to do was go out to the practice area and see a stall. That would help to visualize the correct pitch attitude. Next, I needed to get the basics right. If the approach speed is 74 kts, then don’t fly it at 80 kts. Finally, don’t fixate or ‘spot the deck’. Keep eyes moving all the down the runway.

I got checked out on the next flight without problems…which included a couple of ‘squeakers’.

Time = 1.3

Nate's 1st

2005-06-09T12:40:00.000-04:00

The weather has been lousey. Lots of t-storms, normal for summertime in Georgia. We've been weather'd out twice so far, and I'm not sure about today. I've been unable to get into an airplane for more then a week. Nervous, excited, and iffy weather, is not a good recipe for success. Fortunately I get a Pirep from a returning pilot saying that its pretty good to the south and west, just where I want to go. We can at least take a look. We take off about an hour late (fuel and oil) on 09 with a right hand pattern. I tell the tower that we'll stay in the pattern for T&Gs. The first is high and fast (missed) but the next one good. We depart for Cedartown (KCZL) and the weather turns beautiful! We watch a C5 out of Dobbins circle way out in front of us and we bounce just a bit when we pass through his wake. I make a sloppy entry but a nice T&G. Nate is having fun and I feel great. Straight in back at KRYY to a beautiful landing. Kathy is there to welcome us and take some pictures.

Time = 1.2

Solo

2005-05-27T19:39:00.000-04:00

This was it. Nervous but confident. The instructor wanted to see some Lazy 8’s and chandelles out in the practice area. I looked up the definitions on AOPA.com, but was unable to visualize exactly what the pilot should see. Slow flight, stalls, and all the procedures to taxi, T.O, depart and enter a controlled field are all easy now. Not perfect, but I am comfortable and confident. It goes well.

Time = 1.2

The next day is my first solo in nearly 25 years. The weather is fine, no problems with the airplane, and I can’t think of a better way to spend a Friday afternoon. I just want to stay in the pattern for T&Gs. My air work is a little sloppy, but head work is fine. It’s peaceful. This is good stuff, its fun.

Time = 0.6

What's New

2005-04-10T20:48:00.000-04:00

The first entry in my logbook dates back to the late '60s. I flew a Cherokee 140 and built time in an Aeronca Champion. I think both of those planes are probably still flying. The airplanes I'm flying now date back to the early '80s. Not much new there. ATC really hasn't changed much, TCA's are now Class B and Victor airways are still drawn on the charts.

What has changed is what is in the flight bag. When I walked up to the Champ, I didn't even have a flight bag...didn't need one. The biggest improvement is in headsets. I can actually hear the instructor and the tower, and if needed the navaid dit-dah in the background. It is comfortable to carry on a conversation.

Of course its also nice to have the technomagical stuff like a hand held GPS and Transceiver (just in case...), but by far the biggest improvement in the cockpit are headsets.