pilot's logbook

8/1 C-152 N89933 LOU JVY LOU t&g 1.1hr ZC

Good flying tonight. There was a traffic jam at the take-off ramp, and an interesting dance when the Kosair Lifeguard jet needed to move ahead of the rest of us.

Wind was calm. So were we. Visibility was extremely hazy over Bowman and the river, but cleared over Clark County.

Better landings. Zach still talked to me some on touchdown, but it was only talk, and not a lot of that -- no physical corrections that I remember.

I talked to him a lot, saying everything that was running thru my head, which made me feel more as if I was running the show, and might have made it easier on Zach (or maybe it was just a nice evening).





At one point I asked him to do a landing. I especially like to reinforce the nose-down angles/visual for touchdown. Zach hot-dogged it a little before takeoff, holding the plane on the right wheel. That was fun. Earlier on, Zach had said wouldn't it be a great night for pictures, and of course I had the iPhone, so we did a little of that, too.

Mostly, though, I was working hard the whole time, and being "assertive" about doing things before Zach could reach in and do them. (I think he's just fast and focused.)

However, I overdid it at one point coming back home, when Tower asked us to "ident" and I kindof knocked his hand away. That would have been ok except I wasn't sure enough where the button was, and I fumbled it. But--I won't miss it again.

Afterwards, I was on the parking lot when Zach came out, and he made a point of swinging over a little to give me a thumbs up "good job."

Relief.

We're on track, I hope. This switching over has been a little difficult. Nobody's fault. Just is.

When I told Zach that I'd be coming in Monday to man the phone and whatnot, I found out that Zach and Neil are the only instructors still there. Jacob went back to school yesterday. Interesting.
---

I still need to he more consistent and aware with airspeed on base and final.

None of the touchdowns were icky, and at least a couple pleased all three of us (I include Mike, who's hanging out in my head, of course).

And the flesh and blood Mike, whom I miss muchly, should actually be on Florida if he left on Friday.

I hope it's going well for him. He always seems so sure if himself, but there might have been a few cracks in his armor about this leap. Maybe I'll drop him a note since things are looking up and I can say so. I'd much rather be telling him that I'm going to Columbus. (I think that will justifiably rate a phone call.)

Making cards for Dr. Ramsey

Last year I made some copies of the Otomi Figures book for Dr. Ramsey, but never managed to make the cards that go with it. Beth, Alex and Ben came over today to help me, and I actually got it done. The boys are good workers. Both of them think ahead and work fast.



Beth and the boys also rescued a box turtle that was hit by a car.

pilot's logbook

7/30/07 C-152 LOU JVY LOU

Touch and go's at Bowman. Not great, not bad. Then to Clark Co. Zach is always fast to do things. Radio--I need to be sure, long before we get to Six Mile Island, the frequency of the automatic info for Clark Co. What is it? What is the frequency?

Coming back, there was a convergence at Six-Mile Island. ATC kept us apart.

Landings: Airspeed. 70, 65-60. Need more right rudder at flare & touchdown.

Afterwards, Jacob and I did a little X-Plane. I found out my joystick has a twist motion. He sets it for rudder. I also like where he puts the trim--on the top buttons.

When I was getting ready to go, a lady (Margaret) came in looking for a brochure to the Lexington Aviation Museum, which a volunteer had told her about on the phone yesterday.

Everybody was mystified.

Then, since it was early, and I didn't want to go home, I bopped over to Eagle Flight next door to look for Christine. She wasn't there, but Brian was. As I was leaving, Margaret drove up, still looking for her brochure. Long story short, the "Bowman Field" number in the phone book rings at Standiford field. Her grandson is a good candidate for monthly flight lessons from Grandma. Brian grew up in Spain, only came to this country 4 years ago. The porch there is the best place on the field to hang out. I was working thru the Gleim book and yakking. Ken Figa is my brother Bill's friend's brother, and he (Ken) flies the Ambulance plane and is an instructor at Eagle Flight, and invited me to come back and bring my flash cards and rehearse for orals.

Tony asked me if I could stay and talk to him a minute. He needs somebody to answer the phone, would I be interested? I gave him my schedule. Will trade my hours for airplane hours (no, not one for one). I said yes, will start next week. We'll see how it goes.



Frank and I went back to Clark County Airport to see the B-17 "Liberty Belle." Met two people, one pretty young who live in the neighborhood and knows amazing things about airplanes. I sent him the information for a free ride in a taildragger with the Bowman Eagles.

Zach says, "Need to finesse landings, then solo, then cross country."

Fwd: [MD] Go Figure

pax,

Maggie

http://randomlight.blogspot.com

"The difference between one and more than one is all the difference in the world.  Indeed, it is the world."  --LeGuin

Begin forwarded message:

From: ARLO J BENSINGER JR <ajb102@psu.edu>
Date: July 28, 2007 5:42:25 PM EDT
To: moq_discuss@moqtalk.org
Subject: [MD] Go Figure
Reply-To: moq_discuss@moqtalk.org

Gotta love this.

http://www.cnn.com/2007/WORLD/meast/07/28/saudi.arms/index.html

"The United States is developing a proposed $20 billion, 10-year arms sales
package for Saudi Arabia... One of the more controversial proposals will
probably be selling the Saudis, for the first time, satellite-guided bombs
known as JDAMs. The sale may include a 500-pound and a 2,000-pound version of
the aerial bomb."

To "counter Iranian aggression".

Meanwhile, consider...

"In 2002, the United Nations Committee against Torture criticized Saudi Arabia
over the amputations and floggings it carries out under the Shari'a. The Saudi
delegation responded defending its legal traditions held since the inception of
Islam in the region 1400 years ago and rejected "interference" in its legal
system." (From Wikipedia entry on Saudi Arabia).

Not to mention the Israelis seem convinced that Saudi Arabia's ties with
international terrorism are "indisuptable". (http://www.jcpa.org/jl/vp504.htm)

Even the CATO Institute seems less than "happy" withe Saudi Arabia's passive
support (at the least) of terrorism. (http://www.cato.org/dailys/11-16-01.html)

So I wonder, with even King George begrudgingly admitting that Al Qaueda is
stronger today than prior to our invasion of Iraq, are we really "at war with
terrorism" when we give 20 billion dollars worth of weapons of mass destruction
to one of the larger violators of human rights AND a state sponsor of terrorism.

Wacky. Until, I suppose, you read this.

"Saudi Arabia is the world's leading petroleum exporter" (Wikipedia).

Makes sense.

The moral high-ground, it appears, is the top of an oil well.


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7/27

7/27
Touch and go.
Runway 24. Wind straight on a about 8 kt.

Pattern was good. Climbing was logy-- high humidity and lots of haze.
Landings were close to right. Zach said that anytime he was starting
to make a suggestion for correction, I was already doing it.

I was making It a "roundout" and that seemed to work. I put more nose-
up on the actual touchdown, which is the way I want to, but which has
been getting lost for the last weeks.

It was a good session.

pax,
Maggie

http://randomlight.blogspot.com

"The difference between one and more than one is all the difference in
the world. Indeed, it is the world." --LeGuin

Gist piano workshop

Gist piano workshop
Vic Geigere
Steinway recital hall--do a recital here with Debbie? Minimal rent

How a piano works
12,000 parts

How to we communicate how important it is?

Syndi Russ -- Shepherdsville, has homeschoolers, wants contact--Bdstwn
music club

Music enhances higher brain function , spatial intelligence

The Mozart effect
Shaw & rausvh

Spatial /?? Skill

Mozart listeners improved, not technopop, not Ph. Glass, not silence
(more likely to identify correct shape of folded, cutout piece of paper.
Complex & patterned music works, for ten minutes.
From Dateline video, can have a copy

Why ?
Cultural literacy
Discipline
Confidence
Self-expression
Sense of accomplishment
Stimulation
Enjoyment
Connection with history
Outreach
Coordination

Teacher handing out a score--"Here are the answers. It's your job to
come up with the questions."

**Copy handouts and send home one per week.

There's a lot of crayons in this instrument. What colors are you using?

Do you know the make, model, size of student's piano

Once a year, visit home for a lesson "review"

Complete semester payment
Review system
Tuning certificate

If you gave Chet Atkins a guitar with omly so many strings, how well
would he have learned to play?

Studio:
Repertoire
Listen to self

Teaching improvisation: take a simple tune--have student vary rhythm,
harmony

"copying beethoven" DVD available
"the quotable musician"

"A critic is to music is as a bird to a statue."

video--piano

Voicing
Huge difference between a 5'1" grand and a 5'10" grand, but the tonal
difference in sound is huge.

Essex piano brand--Frank Z recommended for Windsor Gardens.

Boston pianos & Essex pianis are designed by Steinway to use their
patents and techniques st a lower price range.
Boston made in Japan
Essex made in Korea & China.

Some (non-steinway) piano soundboards lose their "crown" shape over
time.

20 tons of tension in a piano.

Lower tension makes more sustain as opposed to attack.

Sostenuto pedal (middle) was a Steinway invention.

Parts of the hammer:
Hammer, shank,, flange, action rail

Investment value compare new versus old:
Depends.

Steinway's biggest competition is old Steinways.

Playing a good piano is like playing with a bigger box of crayons.

Prizes, recognition, =

Tax deduction benefits for teachers section 179 up to $108,000

Aug 11 beargrass Christian Hsrry Pickens improvisi

pax,
Maggie

http://randomlight.blogspot.com

"The difference between one and more than one is all the difference in
the world. Indeed, it is the world." --LeGuin

Piano teaching, etc.

I went with Debbie to a music teachers' workshop at Gist piano.

It was thinly-disguised advertisement for Steinway, but still valuable.

My notes are on the iPhone. maybe I should copy them here.

If nothing else, he had a bunch of handouts that I can copy and send home, one at a time, to my students' parents. The usual topic is why bother to learn music. I ordered two videos that I can send home with parents, as well. The time was well-spent to get on the same page with Debbie, and also the donuts and lunch were very good.

I'm setting up my lesson schedule. Youth Choir will be during school this year, on Wednesday mornings. I'm changing my lesson schedule to Wednesday and Thursday afternoons and evenings. I can go to Bardstown, have the YC classes, Debbie can be available to work with accompanists or others, then I'll be stuck in Bardstown until afternoon, but it will be two days in a row, so maybe I'll concentrate better, and be more free with the rest of the week.

Mr. Proctor called last night and said the motor for my engine has been sold to someone else. He can't find another for less than $1400, and the car would not be worth it. I told him I'd call back in a day or two. Talking with Debbie, though, I realized that Amy's car will be sitting here all winter, so maybe I can use it and avoid having to rush into something like buying a new car.

I missed my flight lesson today because I didn't check the time until afternoon. I can't believe that. Zach said never mind. (I guess I'll have to pin him down on a bad-weather day for some ground school to make it up to him.)

Frank is out of town tonight and tomorrow. I finished up the final Harry Potter book. It was a satisfying read, with enough surprises to be good, characters well-portrayed, and an ending that was consistent with the rest of the story on both the adult-reader level and the little-kid level.

pilot's logbook

7/23 CE-152 N69011 Lou Lou XW Landing, MP Operations,Slow Flight, MCA T&Go's landings: 7 1.2 hr. TK

Tony was waiting when I got there, asked me if I'd like to fly with him. It was a pleasant session.

Tony helped me notice something I've never seen before. I'm aiming to the left, both on downwind leg AND on the approach to the runway. (How many bazillion times has Mike said the same thing?) I think I'm looking at the line formed by the left side of the cowling and it's throwing me off. If I can correct this, I might be home free.

Tony emphasized rudder use, made sure I knew that you can turn the plane with just rudder. He talked about making rudder corrections well back from the touchdown.

Constant airspeed.

Hold nose up for entire landing roll--it's more maneuverable (ex. arm around yoke) and slows you down better.

Power control: Extend forefinger to feel how far in or out the throttle is.

I mistook 12-mile island for 6-mile island again, which made me look and feel stupid at one point. I guess eventually I won't do that anymore.

Radio is beginning to be the least of my problems. I usually understand what's going on, and I can pretty much just say whatever I need to.

Tony said whenever he asked me for judgment calls (too high? too low?) I gave him the right answers. That's progress.

Tony asked me about what I teach, wondered if I'd be interested in teaching aviation.

You bet. Think I'll get there?

pilot's logbook

7/22 C-152 N69011 Touch & Go's landings: 10 1.2 hours ZC

Sunday, July 22, 2007
7 pm to 8:30 pm
Assigned: read up on landings, desk fly. Flare. (familiar?)

Still stuck in the landing pattern.

Maybe with Zach two or three is all we should do. It started out really smooth with me (I didn't ask Zach to do six landings, so, there we have it again) but deteriorated from there, I guess.

Lots of commotion tonight. 4 planes in the pattern. "Who is in front?" "We're not cleared to turn." "it's ok to turn." "We'e supposed to be following." "Who is in front?" "933 go high crosswind parallel to the runway." "Turn right at midfield, enter downwind."

We won't do that again. I'll just take us to do something else. Too antsy. I was't antsy, but it put us in lots of compromises.

70 knots on base, going over the trees has to be 60-65 knots.

Explanation after:
Leveled off too high, then got too slow, not straight on the runway.

The last three touchdowns Zach was saying more right rudder just as I was using left rudder. !??! It might have been a disagreement on what is "centered."

Monday there's no way to schedule Zach and the plane. I'm signed up to try it with Tony, or if not, Jacob.

Zach says, "You're right there," holding his fingers 1/2-inch apart.

Remember to get a navigation log page from Zach next time.

pilot's logbook

7/21 Saturday N69011 Lou Lou Touch & Go's landings: 10 1.2 hr. ZC
Zach was planning hood work, but I asked him to take us six times around the pattern. Worked like a charm.

It's getting the rhythm that mattered, and in this case, I could tell that he teaches landing differently than Mike, and we'd likely be in some kind of seesaw tugofwar forever if I didn't get clear what he's looking for.

Runway 6, wind from NW, 10 knots. Big bunch of helium balloons in front of us. A flock of birds that ATC offered to run off, but couldn't get them to scatter.

Takeoff: leave flaps in one notch (won't need it for solo). Look ahead (hospital on right, check behind if you want) to come out straight off the runway. Climb out at 67 kt. Take flaps up just before turning crosswind at 500 ft. above takeoff altitude (1,000 ft at Bowman).

Turn downwind, keep climbing to 1500 ft. Level off, power to cruise, and trim for hands-off flight.

At the numbers, carb heat on, power back to 1500, flaps when in range, let the nose drop to pitch for 75, turn base and come out on base at 70, flaps when wings are level. You can lose 200 ft. on that first turn. OK.

Turn final. Airspeed should be 65 coming in.

Flare, hold it level in ground effect, then at drop, nose up for landing.

Use air for brake if stopping. Pull all the way off, use checklist for post-landing and securing.

Zach was pleased. Said if there was gas in the plane, he'd send me to solo tonight. I said it's ok, we'll do it tomorrow.

I think we should start with the 6 landings again tomorrow.

22.

Pilot's logbook

7/20 C-152 N69011 Lou Lou Sim. hood time, level flight, level climbs, level constant climbs, descends, level turns, climbing turns & descents, constant climbs, ???? descents landings: 1; 1.0 sim instrument; 1.3 hr total; ZC

Flying with a hood was different than I expected. In some ways it was not as difficult as I thought it would be (although I can't imagine doing it while dealing with all the other issues you have to deal with). I didn't stay on target all the time. Most often it was the heading that would wander away from me. I did better with altitude consistency than I usually do.

The unexpected part was that I would "feel" level when we were 2º or 3º banked (usually to the left, and I tended to lose the heading to the left, too, I think).

I also had to work to scan instruments consistently. Attitude indicator, airspeed, attitude, VSI, attitude, altitude, attitude, RPM (listen for RPM), attitude, airspeed, attitude, VSI, attitude, altitude. If something needs fixing, start the fix, keep scanning, check for the fix next time around but don't watch the indicator while it happens.

Climb at full power, 67 knots. Descend at 1500 RPM, 70(?) kt.?

Zach was laying it on, too. He'd have me start to do something I hadn't done before and then go right into telling me something important while I was doing the first thing.

We flew toward and past the Marysville VOR station. I've seen it before, and had it explained, but now it's starting to sink in.

Lost? Read the name on the water towers.

Final landing: I came in too high, partly by accident, and partly because it was runway 6 and I was aiming a lot further down the runway than usual (displaced). We had to slip a little, and ended up with Zach doing a lot of the approach. I'm not sure exactly what made him so nervous. I didn't think it was that far off.

I'm going to ask Zach to do six landings for me tomorrow night. Hopefully he'll go along with my request to save some time by spending some time. Partially, it's the same thing I should have followed thru on with Mike, but also Zach expects something different, and it may well be that I"m working hard to do something that is counter to what he expects.

Before we went up today, I asked what, if anything, he would trust me to do by myself (solo) and he said we needed to do more landing work and mostly have calm weather, which we have not had for over a week.

Homework:
VOR
Maneuvers: landings,
Instruments

Afterwards, I went looking for Christine at Eagle Flight next door (wooden building with a nice porch), and unexpectedly found Brandon there. He was hanging out with Brian and Azziz, and is now working out of Mike Pratt's establishment on the other side of the airport. Brian gave me Christine's phone number, and said she works mostly mornings.

picked up some guys....

I met a couple of guys at the Bardstown (Samuels Field) airport. They had come down to avoid a storm between them and Indianapolis. They were trying to refuel, and not having luck with the pump. Then they got it started, but knew they were stuck for a while with the storm. I took them to Kreso's for dinner, and we ate and talked and watched a "gap" in the storm that they wanted to fly through. Then I took them back to the airport. I guess they made it, because I didn't see anything on the news.

Jeremy is a pilot/ instructor. The other fellow, can't pull his name out of my head right now, was on a business trip, but he's a student pilot, and he hires an instructor to fly on these trips, so he can fly for the experience, but also turn over the actual responsbility for the trip to a pilot. INteresting.

Jeremy clued me in on a VOR site (http://vrotate.com/VOR/vor.html) that lets you experiment with VOR operation.

Dinner with Barack Obama

The title link takes you to a video of Barack Obama having dinner with the lucky supporters who represented the rest of us. It's a nice conversation. As far as I'm concerned, it shows some of the reasons people like us started contributing to Obama's campaign before he even decided to run. This is the kind of person that GOVERNMENT should be.

I hope Obama doesn't get hurt by all the foolishness that goes with elections. I'd like to see him active in US leadership for quite a while to come.

Pilot's logbook

7/15 Planned to fly with Zach after I took Frank to the airport. I checked the weather--METARs, TAFs, some regular sites, and knew that the wind was 13 kt gusting to 18 or 25, so there wouldn't be any soloing even if I did get my act together.

I asked Zach about wind-shear, and whether immediately adding power (full power?) would be the right thing to do under that circumstance, and he said yes, that's why we keep one hand on the throttle.

When I got there, Zach said go ahead and preflight, but come back to check the weather. When I did, he showed me a line of storms developing on radar that would be on us in about a half an hour. They hadn't been there when I first came, which was why I hadn't seem them before I left the house. I called the weather briefer WXBRIEF, and it was really interesting that HE didn't know anything about those storms either. He was talking about the stuff that was brewing up north, but didn't have a clue about the stuff in the west, and when I told him that was what we were looking at, he didn't have anything to say about it. Zach pointed out that we might have been able to do a few touch-and-go's here at the airport, but the big issues was that we would be out somewhere when the weather came in, and we wouldn't be able to land back at Bowman Field, and would have to go to some other airport.

Zach's routine with getting weather is:
*Check weather radar first.
*then NOAA.gov --> standard briefing.

TAF's are updated at 6, 12, 18 & 24 Zulu, with "AMD" amended updates when required by conditions.

*Weather.com takes your home zipcode.

*Watch the weather channel. Duh. Can you believe that this past week I've been telling myself I should watch the TV weather, and trying to make myself remember to turn on the TV at 10:30pm to catch it, and it never ONCE occurred to me that WE HAVE THE WEATHER CHANNEL ON CABLE TV ALL DAY LONG. Old dogs and new tricks.

At any rate, we didn't fly today. I bought a plotter, had a nice talk with Lisa (where I might have talked too much), went to meet Beth & Juan and Alex and Ben at the mall (playground ship, bookstore, pizza & potato soup & iphone, bought $20 worth of dead-sea-salt hand soap and conversation from a young man from Israel peddling his miracles at the Mall, sat in the Panera parkinglot and alternately highlighted Gleim pages and took catnaps, delivered bread to Wayside Mission, and came back home. Frank is in North Carolina for three days. He's having a good time.

And, I have this big honking hole that won't fill. Channel it, channel it, channel it. Fly the plane.

The Adventures of Ace & Tailspin

I was uploading the pictures from our Wednesday flight so Mike and anyone else interested could get them. It took me half the night and part of the next morning (and $20) to get them to upload to Flickr. The good thing is that by the time I did it and re-did it with different tools and such, I pared the photos down and added titles and things that I wouldn't ordinarily have taken time to do.

So, if you click the link above, click on the little booklet "The Adventures of A and T." DON'T click on slideshow, because then you won't see the captions.

It really was a good day.

Pilot's logbook

7/13 C-15 N69011 Lou Lou Slow Flight, Power -on -off stalls, S-turns across a road sim. engine out procedures, x-wind landings landings:3 1.3 hours ZC

Zach had different specific things that he expects. I'm listing:

Hold altitude at 1700 further than we have been, almost to the river.

When we went up toward the practice area, I thought he wanted me to head straight for the Madison Power Plant towers, which I did, but that takes us over Kentucky, and actually he later said its' better to go up the Indiana side. Over Kentucky also puts us near a really large tower, one I've noticed before, but don't usually fly near.

He has specific RPM's for slow flight, which actually makes it easier to practice, and is pretty specific about carb heat off and on. ON whenever you're in the white arc. Take it out (off) for stall recovery, before flaps go up.

Zach told me he'd just not be in the plane on the way back, and if I hadn't talked to him at all, and had just handled everything, I'da been soloing afterwards. But I didn't.

Next time. for sure. I'm practicing stalls and emergency landings on the X-Plane (flight simulator) which I've never done before, not realizing that it could be useful. I also figured out that if I hold the joystick at the bottom of the handle, it functions a lot more like a real plane, so that's a BIG improvement.

My goals for this week are 1) Do what it takes to solo. Practice approaches, departures, radio, procedures. 2)Learn the navigation and cross-country chapters in Jepessen and Gleim. 3) Channel it! ;)

iPhone is slick. Too slick?

Well, the iPhone is a hit with me. If it was no more than the internet in my pocket, it would be worth it.

I have only one real issue with the gadget, and we just solved it. It's slick. I always felt like I was going to drop it. And after using it to take pictures from an airplane, I KNEW I had to do something about it.

Mom and Carolyn and I worked it out. Using the monk's cord fingerweave on a piece of blue yarn-stuff made a strap. We attached it to the back with a piece of self-stick industrial-strength velcro--the loopy side.

When I get my car fixed, I'll attach another piece of velcro to the car dashboard so it can have a home. Right near the charger (from the iMic people) which was the first accessory I had to buy.

So now I can hang on to my iPhone.

So that the iPhone will be able to hang on to me, Mom is crocheting a matching pouch that will probably hang from a baby carribeaner from my belt loop or key chain.

pilot's logbook

7/11 C-152 N89933 Lou Lou XW touch&go's, Soft Field landing, spins #lndgs:6 1.8hr instrument:0.3

Beautiful day! Sky scattered with white cumulus clouds. Plenty wind and gusts. Practiced crosswind landings on runway 32. Met my first windshear on one of those landings. Wow!

When we left the pattern, we went to the river and S. Indiana. Mostly we went up. And up. And up. It's been weeks since we've done this, and it really felt good. And smooth. And I fly a lot better than I did the last time we were here.

We took the plane up thru the cloud level, all the way to 9,000 feet. (note: altimeter read 9000. Actually it would have been 10,200 ft.) Taking pictures with the iphone, trying to figure out how to work it, also NOT drop it out of the window. I took a picture of the altimeter at 8,200, and didn't think to take another one. At some point we did some maneuvers. Slow flight was gorgeous and smooth. Doing a power-off stall, the plane was all the way at stall, but didn't buck or go anywhere. Instead of dropping it to do the recovery, I just held it, and held it, and held it. I didn't realize until Mike showed me, that it felt like we were sitting still, but we were really dropping altitude, the needle just spinning around. Eventually, we did the recovery.

Instrument work. Spin awareness. Clouds.

For soft-field landing experience, we went to Lee Bottoms. I lined her up and did the first approach, then Mike took over for the actual landing. Then he went around and did it again. We didn't intend to land, just touch the wheels and go on. Lots of wind bouncing around off the river, the hot spots and the trees. Awesome. Beautiful.

MIke says after this it's cross-country and things start to go really fast. He also knows if he ever gets the urge to barnstorm, he's supposed to let me know, and we'll go partners on it.

Pilot's logbook

7/9 C-152 N89933 Lou Lou Touch & go's -solo- 14 lndgs 2.0 hr MB

Hot. Hot. Thermals bouncing us off the runway, and stuffy air, even with the wind, mostly just drying us out.

Three times around solo. It was comfortable. I'm looking forward to going up by myself, preferably early morning and just working out all the maneuvers for the test.

I am not looking forward to losing Mike, much as I want to be on my own.

At the last, after I mentioned it, he asked me whether I broke glide slope. I said no, but what was running thru my head was, "just at the very end, like always," but maybe I shouldn't be seeing red there at the last, either. Another thing to work on.

I met Mike's parents, Don and Sally(?). They were going up with him after I left. I hope it went well. There was a nice sunset.

I was really wiped when I got home. Ate & went to bed.

Pilot's logbook

7/8 C-152 N69011 Lou Lou Touch&go's landings: 10 1.3 hr MB

Frank and I went together to Bowman Field. We had a good amount of time to kill beforehand, so we watched airplanes and I practiced radio and "desk flying" from the back steps of Air Center One.

Tonight I was landing the plane consistently right, flying well, everything. Frank was there at the airport, so I was glad he got to see it happen.

I've done well before, but then the next time it was not so good. Mike wants to see me do it again tomorrow night, and then he'll set me up to solo regularly. Actually, I flew well yesterday, when I went to Etown airport and flew with a different instructor. I was thinking it was the things that he had me doing that made the difference, but when I tried his landing techniques tonight, they were mostly a distraction. So, while I got a LOT out of the session with Ed, I think I was mostly flying right then, too. So, I've already done my two days in a row, and just need to make it three.

I still have a tendency to drop my hand (on the yoke) to the left when I pull back to flare, so Mike says it might take a deliberate attempt to hold a little bit right at that point.

Nose high landing. Wheelie down the runway.

The sun was setting, reflecting in the Ohio River. Nice.

PS. Primer Lock. PRIMER LOCK! PRIMER LOCK! PRIMER LOCK!!!!!! ALWAYS. EVEN WHEN WE DON'T PRIME THE ENGINE. CHECK THE LOCK!! CHECK THE LOCK!!!! TOUCH IT. CHECK THE LOCK!!!! LOCK IT DOWN.

Pilot's logbook

7/6 C-150 N16084 EKX EKX TO - Adverse yaw demo, positive dynamic stability, APEH?/ORD Stable MOA, rudder turns, emergency engine out, RTNS & LNDGs landings: 9 2.4 EJ

Q&A. Forces of flight. Weight of the air, its effects on things. Dihedral & overbanking. torque "108 cars."

Preflight: Gasket on gas tank. Kiss the stall slot.

Controls always to wind--taxi, landing.
"Guard" not only throttle, but carb heat and mixture until 500 feet.

Rudder--lead turns with rudder. Experience turning hands-off.
"Parking the plane" set a 5?º turn, trim, fly hands-free to have time to do things, figure stuff out, not get any more lost.

MCA. Minimum Controllable Airspeed. Not looking around enough.

Scanning during slow flight turns:
*ONE Scan outside to left.
*TWO Check angle of bank (15º on dashboard); airspeed (low); turn coordinator (bank); altitude indicator
*THREE Scan outside right

Scanning during Steep Turns:
*ONE Scan outside to left.
*TWO Check airspeed (100 kt.);ball of turn coordinator; bank indicator; VSI; altitude.
*THREE Scan outside right.
NOTE: airspeed will tell you what to do. If climbing, you need to increase the weight of the plane--go into a steeper bank.


Ground Reference:
Keep airspeed trimmed @ 100 kt. You can tell altitude by the airspeed.
*ONE Scan outside to left.
*TWO Check airspeed (100 kt.);ball of turn coordinator; heading indicator [if wind direction # is in the top half, do a shallow turn, if wind direction is in the bottom half, do a steep one.].
*THREE Scan outside right.

Emergency:
On takeoff, always expect an engine failure. Have a plan for where (on the runway) you will abort takeoff

Emergency engine out
Airspeed: Climb to best glide, trim. Hands OFF! Apprehension causes things to happen to the controls. The plane will fly better without you. (you have 4 seconds to do this).
Best place to Land (pasture is best, stay away from corn and soybeans. "Look for the coffee."
If you have the altitude,>1,000 ft, go thru the routine for restarting the engine. Touch everything in practice.
* primer in and locked.
* check magnetos. If the noise quits at one setting, leave it off.
* carb heat on, check tach. IF RPM drop, choke and sputter lessen or quit, then lean the mixture.
* throttle
* mixture
* fuel: swap gas tanks OR tip the nose up to run residual gas to the engine.
* radio stack: frequency. Set transponder to standby, set to 7700, set back to 1200/ altitude.

Landing:
Downwind: set speed at 100 kt.
Midfield <--> numbers: carb heat on, power to 1700, three rolls of nose-up trim,"white arc," flaps, pitch for 70 kt. (This made the whole sequence feel more controlled, more calm. Have to remember to clean it up before takeoff.)

Who's gonna kill you? Where's the guy coming from? In the pattern, before turning downwind, it's the person arriving straight-in from your right. Turning final, again, it's someone coming straight-in from your right.

Magneto check before idle cutoff. If there's a wire that jiggles loose and makes contact, the propeller will start when you check it for preflight. The only way to make sure is to turn the mags off and make sure they go off.

He emphasized LOTS of hands-off flying for me.

AOPA's interactive training "Say Intentions"

Air Traffic Control's Flight Assist is available for any and all pilots to call on when they become uncomfortable with their situation or abilities.

"Say Intentions" is a really well-done training/simulation session that does a number of things really well, including:

* Help pilots recognize an emergency situation early enough for ATC to be able to help.
* Remove, thru role playing, the psychological barriers to calling for help.
* Provide the tools and methods to reach help from Flight Assist and allow the user to practice them.

Laura

Laura called yesterday. Dad and Nat were here too, and we all had a great conversation even though there wasn't much content. Laura was calling on Skype and it wasn't up to its usual par, maybe the distance factor.

I called her this morning, though and have her new address in Berlin, where she lives right next to a park with a bit of the old Berlin wall. There's also a big stadium, which is easy to see on Google Earth, but not so obvious to the people in the park, as it is set mostly underground and looks like a hill from the outside.

Her roommate is Jessica (pronounced Yessica), and was very nice on the phone, even though I only spoke English to her.


The Way of Benedict. Buddhism. Mindfulness. Thich Nat Han (sp?) Being aware of every breath. Al Gore. No babysitting today.

Laura's new website venture is online: doingsomethingaboutclimatechange.com, so please link to it as much as you can.

Pilot's logbook

7/4 C-152 N89933 Lou Lou Xw touch&go's landings: 13 1.6 MB

Landings. Yet. Mike reminded me that actually, flying the pattern is excellent practice for just about everything else, and I can see that it is making a difference. Today's radio work was night-and-day better. Also better: general understanding of traffic and our place in it.

Headwind today.
"If we break glide slope 3 times, we're taking the plane back in." Nice try. Actually, I just started taking us high, but it may be the way to do it.

Rudder. More R rudder on takeoff, ground roll, landing.

"THAT is why we don't do a 30º bank on final. Gentle turns, just like you're doing on climbout."

Flaps @ 10º for climb--if you're going to do it, it has to be before power on takeoff. Otherwise, it's too late.

Near the last, Mike took over for two landings. I really need to remember what they felt like. I'll try to get him to do six, tomorrow. I should have stuck to my guns on this.

Approach to airport, consider the normal pattern for the runway. Aim straight for midfield of the airport, join in to the pattern wherever your course intersects it.

Friend's funeral. Car engines & mechanic. Pictures. Flight computer.

Pilot's logbook

First I fessed up to the great revelation--that I have not been paying attention to the displaced runway markings at Bowman, instead aiming to land the way we practice at Clark Co. Why? I think I had it in my mind that the markings on the runway had to do with surface quality or strength, as in you can take off, but you can't land, and never connected it to trees that have to be cleared. For some bizarre reason, I thought we were doing it that way to learn precision, and I didn't question it, even when Mike said things that should have clued me in. And he did.

The good thing about all this is it explains the mystery of why landing at Clark Co. is relatively successful, while at Bowman, it always goes south. AND now we can fix it.

Today was mixed. As usual. Mike had wanted to do touch-and-goes and then go to the practice area, but we never got past the touch-and-goes. Notes:

Checklist: If you get off, re-start at the top, run down the list to the last item done, and then continue. Better than going bottom to top.

Altitude going over to Clark Co.--keep it at 1700 until we get to the river, then DON't climb. We're going back down.

"Clark County UNICOM, Cessna 69011 requests Airport Advisory."

"Clark County Traffic, Cessna 69011, 3 miles SE of the airport, will be crossing midfield to enter left downwind Runway 36. Clark County."

Come in at a right angle to midfield, at 1500 ft."Clark County Traffic, Cessna 69011 is crossing midfield at 1500 ft, will be turning left downwind for runway 36, touch-and-go, Clark County."

Right rudder on takeoff, still not smooth enough.

Once or twice we weren't climbing at all, even though I was at Vy. Should I put in 10º flaps at that point?

Turn to crosswind too shallow, not always coordinated. Sometimes it feels as if we'll never get there, either. Keep watching airspeed on the turn, it's too easy to lose too much.

Pattern: Keep it tight. Keep traffic in sight.

Landing:
Use Aileron to correct drift. Rudder to correct alignment. The plane is almost always tipped to the left. Why? Straighten it up.

Aim for the 500-ft marks.

Flare--even when correcting for drift. Still have to.

Departure from Clark Co. Which way do we go? What do we say?

Aimed for 12-mi island instead of 6-mile. Red roofs are in between the two, upriver from 6-mi. What else is there?

Right base for runway 24. Fly the plane. Where to start landing. How. (altitude) What (start with carb heat), when.

*Write out all the radio calls for all the possible comings and goings. Also to and from Bowman.

*Listen to LiveATC and transcribe.

Throwing things in a box. A maggie look. 25.
What model car, engine? Beta, except finance. cartoonist for Disney.

Next lesson: Find a road that's going crosswind. Follow it, using descent and airspeed like final approach.

Things that have changed

When I'm flying, I'm responsible. Up 'til now, Mike was carrying/handling a large part of the responsibility, and it was necessary and OK to do that.

Do it all. Do it right. By the book.

Pilot's logbook

6/30 C-152 N69011 Lou Lou Touch&go's landings: 12 1.4 hr ZC

1:00 Met Zach at the plane just outside Air Center One. I watched him fill up the fuel tanks. When I went out to preflight, I skipped the hop up on top to look in. When he came out he did a quick but complete walk around the plane, not touching, but looking at everything. He DID hop up on top to check those tanks that he'd just filled. Instructive. I like it.

I'm not sure whether Zach knew both reasons I was going up with him. (I know the other guys were wondering). I only addressed one of them with Zach. I told him I was having trouble at the final approach and landing, esp. flare and control at the last. This was a good idea, to go up with someone else.

I talked thru everything I was doing, which might be useful to do more of, anyway. I'm going to make a quick list of little things that we tried/did/talked about today, so I don't forget.

Hot weather: Instead of priming, pump the throttle in/out/in/out just before starting it. It worked like a charm, unlike the other day when I felt as if I was out with my lawn mower, which laughs at me when I try to start it.

Hot weather: 10º flaps on takeoff.

Go up to 1000ft. before beginning turn on climbout (we didn't, but he does.)

Before turn to base, pitch for 80 knots, even if it's a gain in airspeed. 70 knots on turn to final, 60 on approach.

Use of power on landing--ballooning,

There was a lot more. I should have made notes sooner. It was an comfortable session.

The real payoff: Displaced thresholds <--------- !!!!!!! Mystery solved, embarrassing as it is.

I solemnly promise (and I feel capable of promising this, now) that I am not going to get caught in any more "miscommunications" like that.

By the book.

"It sure was good to get down and open the windows!"--ZC

Pilot's logbook

6/29 Touch & Go's at Bowman Field
Runway 24. Crosswind landings.

(Twilight Zone theme here) Pattern too big. Pulled it in, turn downwind just over Watterson, turn base w. KT practically under. Hardest was trying to correct for drift, either not enough or overcorrected. Mike had to save two of them. Broke glide slope as often as not. Or came in too high.

As soon as you figure out you're too high, too low, drifting, correct immediately. Use right aileron, left rudder for forward slip to landing.

End--long taxi all the way to G, pull across the line, clean up the plane, contact tower same as usual.

This Saturday I'll fly with Zach for a short session.

Lisa sent Mike out to catch me with an Air Center One shirt. "Real pilots do props."

ps. We didn't do "six."
pps. "This mother's going flying."

Pictures -- 1st solo

Pictures. What fun! The actual event was at Clark County Airport, but pictures happened after we got back to Bowman Field. Meet my CFI, Mike Bingham.

Zach gets credit for photography.

That's one of the planes I fly: N89933, and my name going up on the board at Air Center One, and my shirt being cut (an aviation tradition). Afterwards, Mike, Neill and I went to Mazzoni's for oysters (a Louisville tradition).

Pilot's logbook

Prep: Gleim:
Finish & take Chapter 5 Airplane Performance,Weight & Balance 82%
Work thru and take Chapter 6 Aeromedical Factors & Aeronautical Decision Making 93%
Work thru Chapter 7 Aviation Weather.
Six nifty flash cards: Runway too high, too low, just right, 1600ft out& 100 ft hi, 800ft out &50 ft hi, 400 ft out and 25 ft off ground.

We went to Clark County for touch-and-go's. I did the first, then asked Mike to do six. (the "magic" six). Then I went again. Hand position.

At some point I started coming out on final in the same place every time. Mike said do it again a couple more times and we'd go full stop.

First solo:
We stopped, and Mike reminded me of what I was going to do. Two touch-and go's, if I didn't feel like the second, make it one. "Use the checklist."

Runup: the oil pressure didn't go into the green in 30 seconds, or even longer. I turned it off and restarted. It felt like me and the lawn mower. Second time, same thing--sitting just barely above the red. (Well, I did just burn up the engine on my car last week. I'm a born-again believer in oil warnings.) So I shut down, got out of the plane, said something to some guys right near us, and started to walk toward Hap's. Mike was coming, walking pretty fast, but I have to say it again, he sure has the handle on body language. I can't imagine what he was thinking, but you'd never know it from his manner.

Well, Mike got it to run in the green, and we said ok. There wasn't any problem.

The hardest part was figuring out the taxiway, not that there's ANYTHING tricky about it, but I'd never been on the ground at Clark County before. Right before I was going to take the taxiway, a small jet took off on the runway in the opposite direction than I was planning to take. I was trying to figure out the ramifications of that, when I hear a quiet voice I don't recognize on the radio, "Maggie, take runway 18." Kindof like "Feel the force, Luke." I was grateful for that one.

Once I got on the runway, it was home free. The plane felt different, lighter. I'd wondered whether I'd be scared or nervous, but actually it just seemed right. Pretty darn good. So I did one touch & go, and once around again for full stop.

Back to Bowman Field, it started to rain (thunderstorms coming in). I waylaid Zach to take our pictures, which I'll post here as soon as I get them developed.

Thunderstorms meant even Mike wasn't going to be able to fly, so he and Neal and I went over to Mazzoni's to celebrate. Oysters.

Tomorrow it will most likely be raining. I set up a session with Zach for Saturday, and am looking forward to cross country to Columbus, In.

Big rainbow on the way home.

Pretty cool.

Pilot's logbook

6/25 C-152 N69011 Lou Lou Touch & Go's Landings: 10 1.4 hr MB

prep: Gleim this morning: Pressure Altitude section, 2nd time, it was easy. The only mistakes were a couple of arithmetic and simple copying errors.
The Weights and Balance section was slower going. It's not really hard, just poky until you figure out what the angles and contexts are. I didn't finish it, maybe tonight.

(Seems like I must have done something else. A little gardening and housework. Oh yeah, I also spent time working on a couple of recordings, Resurrexi and Taylor's last session as a cantor, and two recordings of eclectic "feel good" stuff for a gift. Some of this really put me back into a different mode.)

5:00 Another inconsistent session. Bounced between breaking the glide slope 4 times in a row to too high, too high. Mostly too low. Pattern not safe.

"It gets pretty quiet in there."
Considerable right rudder on takeoff.
No left rudder in the turn downwind.
Need to slow it down by bringing the nose level sooner--you're doing it at 5 or 6 feet,I'd like it sooner, but it works for you.
"The angle"--get out far enough. Be high enough to make decisions.. power, flaps, (don't be losing 400 feet in the turn to base).
Breaking glide slope on checkride is a fail.

If you actually stall 20 feet above the runway and come down flat, you can break your back.

Pilot's logbook

6/24 C-152 N69011 Lou JVY Lou Touch & Go's landings:10 1.7 hr MB

Church @ OLC, Baptisms @ St. Albert, then off to Bowman Field.

Today was fun. 3:00 PM. Cloudy, rainy, no-fly weather. So the place was full of instructors (Brandon, Jason, Mike and Tony) all sitting in the "boardroom" playing Flight Simulator. (Whatever version it was, it had the real terrain graphics. Awesome.) So I come in and Mike's flying, complaining about how you can't fly with that joystick. I have to say, if that's "not flying," I'm the monkey's uncle, but anyway, everybody was having fun.

While we were watching the rain, Brandon saw my Macbook and asked me whether I used X-Plane, so I pulled it up and we looked at it a little, but you really can't run it without the joystick. After that I showed them the slideshow of Alex R. and the cargo plane that he flies up in Alaska. I think the guys were pretty interested. I noticed Mike wrote the name of the company (Everts Air Cargo) on his hand. It might have been how many flying hours the dog has that caught his attention.

Ever optimistic, Mike called weather--800-WX BRIEF--but it was not VFR, so, we went over the pre-solo written test, and I've got that endorsed in my logbook. Mike corrected a couple of words, and the part that I thought (this morning) must be wrong--the problem where they ask you to figure takeoff distance for Bowman Field with a 50-foot obstacle and temperature and your training airplane--well, it turned out to be right. So. The 1340' takeoff ground roll (50'obstacle) on the Cessna POH becomes 1524' at 90º and Bowman Field. And the 1200'Landing Ground Roll (50' obstacle) becomes 1257'. The takeoff roll shows more difference because taking off involves engine performance (which is altered by altitude and temp) and the landing not so much because the engine is not involved in landing. It makes sense once somebody points it out.

We drew maps, traffic patterns, & approaches to Clark County. It wasn't complicated today. It just seemed like it last time we were up in the air.

Mike says I need confidence. I sortof agree, but the confidence comes from actually being on track with enough of the things I'm supposed to know and do, right?

Mike quizzed me on charts, we worked thru some of those performance problems in the Gleim book, and we kidded with Brandon about whether you could make the weather better just by looking at it on the computer every 5 minutes. Then I pointed out that there was a blue spot in the sky out the window behind Mike, and we got hopeful. Turns out it was good enough to go up.

We went to Clark County for touch & go's, then came back and made a few circuits at Bowman. It felt pretty good.

Things I didn't pick up on today:
"Taxiway Hotel closed between (whatever)" I'd have gone on and taxied the usual way, instead of asking ATC shouldn't we go around the southern perimeter.

I didn't understand ATC when they told us to extend our downwind, and then when they changed it to some version of "no, instead hurry up and just get down there," I didn't catch that either. Mike took us down. Sometimes I think he could make the plane go backwards if he wanted to. It's like, "OK, you want it where? (zing, zing, zing) There it is." Cool.

I mis-figured our time from the Hobbs.

But I wasn't missing as much this time. Landings were WAY better. (Still not nose-high enough, and I'm still misjudging approaches, but the wobbling on final was mercifully much reduced, and if I'm not getting them the way we want them, at least it's partially because I'm trying something and finding out how (or whether) it works.

Three or four times I had the same experience--that I thought we were about 2 feet off the ground when we actually touched down. Hey, at least it's consistent.

Back on the ground, Mike (who was tired) said it's a heck of a thing when your instructor has to work to keep from falling asleep during your lesson. I took that as a compliment.

Remember: Don't call the pattern legs at Bowman, unless ATC doesn't clear you for the landing, in which case you should call the final to jog his memory.

DO: read FAA handbook landing stuff.
Re-do performance problems.
Fly X-Plane back and forth from Bowman to Clark County.
Slips.

Will and Cheryl's wedding

at Huber Winery. Beautiful ceremony. Beautiful reception. Good dinner.

Kelli & Mark. April and Zedung. Henry. Faline. Colored sand. Ralph and Jamie. Dotti and John.

Leaving, the engine quit on my Saturn, just clicked a little and we coasted on down the hill to Hwy 60. A young man named Jared and at least 5 Southern Indiana people stopped to offer assistance. AAA tow truck.

No oil. $$$$!! What was it that Alex and I saw in there yesterday if it wasn't oil?

Pilot's logbook

6/22 C-152 N69011 LOU JVY LOU Touch& go’s Landings:14 1.7 hr MB

Prep: flight sim, Gleim (landing and takeoff distance problems), rehearsed takeoff checklist.



Before next lesson:
Pre-solo written test


Checklist. Checklist. Checklist. Checklist.

Distances. Bernheim bridge? 50 ft. 40, 30, 20, 15, 12, 10, 6, 3.


Write up and rehearse all radio calls Bowman to JVY & back. Complete routine. Absolute.
Flight sim From Bowman to Clark Co. & back. GET IT DOWN.
How do we get to the airport? Altitudes. Course headings. How do you enter the pattern? Figure out all runways. Figure out all radio communications. Draw the airports.

Clark Co. Airport Advisory Frequency.

Clark County Traffic, Cessna 96011 is inbound 2 miles East, will be crossing midpoint, entering left downwind for runway 18.

Bowman Tower, Cessna 96011 is over Six Mile Island, 1700 ft, information Victor, inbound.

Next lesson: Ask Mike to do six landings in a row.

Pilot's logbook

6-21 C-152 N69011 LOU JVY LOU Touch & Go's 18 landings 2.2 hr MB
Seat belt tab, yank up to loosen.
Number the engine start checklist.
Runway 32.
Radio.

Clark County from Bowman.
Nose-high landing.
Center line.
Look down the runway
Nose up to the top of the runway(?)
Use glide slope.

Aviation is a field where effort doesn’t count for much.
Air conditioning. ← add to the list
Hopping crow. Split tongue to talk.
67 hours.

Alex

Met at airport.
Beth's battery dead. AAA. Watching airplanes and helicopters. Tornados and pilot headset.

Alex looked for fossils and watered plants with Grandpa.

Supper, Free Willy & popcorn.

Morning: He helped me with Density Altitude charts and arithmetic problems, corrected my figures by adding the commas after the thousands.

Then he took the flight simulator to new highs. He can fly the c-150 pretty well, but you should see him with the F-4, the Mars planes, the Mega-planes!

Leaving, the oil light came on on my car, so I pulled over. Alex was the one who found the levers to open the hood, put up the support rod as soon as I opened it, reached in, checked the oil, pronounced it OK, then when I asked "Are you sure?" said "it's over the line, but let's check it again," wiped it clean, put it back in and checked it again.

Piano: "Hold that Tiger" is his current favorite.

Pretty sharp.

distances

Clark Co. Airport is 10 miles NNW of Bowman Field. (330º)
Clark Co. Airport is 5 1/2 mi west of 12-mile island.
Clark Co. Airport is 5 1/2 mi NW (315º) of 6-mile island.
The road grid in that area of southern Indiana (between the river and the airport)is diagonal--runs NW to SE, SW to NE.
The two big quarries are 1 1/2 mi. North of the airport and 5 mi. north of the airport.
The little quarry is 1 1/2 mi. east of the airport.
Bowman Field is almost 6 miles south (175º) of Six-Mile Island.

Lee Bottom is 25-30 miles upriver from Bowman field, about a mile upriver from the power plant.

Excerpt

Helping Memory
Our brain is ever changing and rebuilding itself. Limit your fat intake.
1. Improve your ability to remember times-three by writing out the material. Put it into your long-term memory by reviewing it three times the first day.
2. If we think of something as important we can remember it. Make a post-it of material that is important.
3. Review out loud material you need to remember tomorrow just before bedtime. Do not allow other sounds while studying. Check your memory recall the next morning.
4. Just as hearing a sight fail with age so does smell and taste. Eating properly maintains brain function.
5. You must have some activity for a considerable part of the day that provides brain stimulation. TV is not a brain stimulant.
6. Stress is the major cause of forgetting. Continuous stress can kill brain cells.
7. Meditation and similar activities will reduce stress and improve memory.
8. Focus on the pleasures begot by good memories. Be positive in your expectation to be able to remember.
9. Seek out and hang on to new ideas. Review the new ideas from lessons in the recent past.
10. You will remember new ideas if you can associate them with history and events.
11. Read and study applicable texts with emphasis upon vocabulary improvement.

pilot's logbook

6/20 C-152 N69011 Lou Jvy Lou Stalls, slow flight, ER procedures, touch & go's. 10 landings, 1.9 hr MB

I started doing the radio calls for landing pattern. Still don't land right. Depth perception. Hand/eye coordination. Concentration(?)

Inconsistent.
Too high.
Too fast.
More level approach.
More nose-up after flare.
Inconsistent.
"I can't think of anything else to tell you."

Look way ahead down the runway.

Beth, Alex & Ben. Dead battery.

Pilot's logbook

6/18 C-152 N69011 Lou Lou XW Touch & Go's #lndgs:11 1.2 hr MB

I did a lot of flight simulator work today. Morning (before going to the dentist) and afterwards, too. I'm still doing it with joystick, which is actually going better. I didn't think it was possible, but I'm usually doing most of the pattern pretty smoothly. Today I used runway 24 at Bowman, and I had practiced the same runway most of today on the simulator. Now that I'm flying the sim better, I can see that I make some of the same mistakes on both of them: having trouble getting lined up on final, blowing through the turn on final, not losing enough altitude on the landing legs,



I took my flashcards to Dr. Derhake's office. I've got a couple in there that seem to conflict. Hmmm...

7 pm lesson with Mike. I was hoping I'd get the whole takeoff done without his having to say anything, but it didn't quite happen. Closer, though.

Cross-wind correction.
Nose-high landing attitude. Consistancy. Constant rate of descent on base & final.
Consistancy.

Airspeed for final. Too often coming in too fast.

On final: immediate correction with ailerons. Be patient on the flare.

Rats! I forgot to get the POH book. I need it for the Gleim & Jeppesen chapters.

X-Plane

I'm still hoping that the gizmo I ordered on eBay will let me hook John & Theresa's flight yoke to my laptop. It hasn't come in yet. (Ordering problems online).

In the meantime, I'm flying with joystick. If nothing else, it shows me how much difference practice makes. Sometimes I actually fly smoothly.

The airport is accurate, and the roads and bodies of water are too, but the ground is "simulated" house and such. Between that and the fact that it's just plain hard to see, flying the sim is a lot harder than flying the plane. It is really worth doing, though. If nothing else, I get to be the voice saying, "Nose down." "500 ft. per minute." "Airspeed."

I've flown sim at Bowman Field, Clark County, Standiford Field. It gets the weather from the current METAR. Today it thought it was raining at Bowman Field, so I flew in the rain.

Since I have the baby MacBook. without the graphics processor, I don't know whether my scenery is the norm for this program, or if there's more to it if you have the processing power.

Regardless, the sim makes me use all the instruments and clues I can find, which is increasing my fluency a lot!

The new Microsoft Flight Simulator looks to be awesome, with real satellite imagery. It doesn't run on my Parallels. I checked.

Pilot's logbook

6/15 N69011 Lou Lou Touch & Go’s. # Landings: 7 .8 hr MB

snippets

How to correct it? Forget the nose of th airplane. Put one of your
feet on each side of the centerline and keep them there. Even as you
flare, don't try to put the airplane on the centerline. Put your butt
on the centerline instead. If you do, you'll land on target every
time.

----------
Once established on a short final, use the AILERONS to keep the
airplane over the extended centerline of the runway. Use the
rudders independantly to keep the nose pointed toward the far
end of the runway. Once the wheels are firmly on the ground
you go ahead and steer with the rudders. Still, however, toward
the far end of the runway! :-) Keep trying to keep the airplane
over the centerline with the ailerons even when you are on the
ground. It doesn't hurt a thing, and helps a lot with directional
control.
---------------

Just hang in there. I, like others here, think the whole flare thing is a
feeling. Although I have noticed that for me I would momentarily pause at
level flight and wait for the sink. It almost feels like the seat falls out
from under you. It is not violent, it is subtle so you have to feel for it.
Then start an nice smooth rotation right to the stall hour and wait for it
to settle on the runway. For short field let the sink feeling settle a
little more than usual.

As far as the center line. On final, line it up between your peddles. Allow
it to slightly drift toward the center of the plane as you progress down
final. Most people want to line the center line up on their dominate eye.
Normally if you are right handed it is your right eye.
---------
Center it, Aim it, 60 knots (Cessna 152, anyway)
Your best bet is to roll out on the centerline for final. If you're
not on the centerline, sideslip. Sideslipping is great because you
can move quite far while still being parallel to the runway. If
you try just using the ailerons to center, you will be very frustrated
as you overturn the centerline and "overcorrect yourself to death".

Make sure you don't make the mistake of thinking the ailerons and
rudder are "welded" together - they are separate controls and a little
rudder goes a long way in centering over the theshold.

-------------
There are two parts to road out of the "never gonna get it" stage.

First is technique.
Make sure your approaches are as consistant as possible. A
consistant approach makes a consistant landing. If you're flying
from a controlled airport where you must constantly adjust your
pattern, try a couple sessions at a quiet uncontrolled airport
where you can fly a consistant pattern. You may find it helps
you to make a written list of what you should do at each point
ie "abeam numbers-pick a point to track towards, power to 1700,
10 deg flaps, trim for 70 kts. Check track. Rwy halfway between
wing and tail, pick a point to turn towards, check power 1500,
20 deg flaps, trim for 65 kts. Check track, look at runway rectange,
ask "am I too high or low?" Extended runway center just ahead
of nose (or as required for wind), turn final, pick aim point
and be sure it doesn't move, adjust power if necessary (decrease
if aim point is dropping in windshield, increase if aim point is
rising in windshield), 30 deg flaps if necessary, trim for 60 kts."
If you're not a written list kind of guy, you might try "chair
flying" through a pattern where you visualize everything which
happens, or recite what you need to do out loud. Strive to turn
final at the same height and distance every time. Go over this
list with your CFI before the lesson.

Airspeed is critical, be sure it is in and *trimmed*. If you're
having trouble with the pattern, you might just practice the
pattern or practice a rectangular ground reference maneuver using
a road as a runway, to help get the hang of the power changes and
when to turn.

You may find it helpful to ask your CFI to do the first landing,
while you watch. As you cross the threshold, look down at the
end of the runway and note both how the end of the runway looks,
and how the grass, runway edges, lights etc look in your peripheral
vision when your CFI starts to flare. Watch where the nose is
relative to the end of the runway as he flares (this is different
depending on how tall you are and what plane you're flying). Note
that the flare doesn't so much increase the pitch of the nose, as
constantly increase the elevator to keep the nose in the same place.
Now when you fly, try to reproduce this view. Ask for feedback --
too high, too low, flaring too soon, too late, too slow, too fast.
If you lose "the Picture" of what a good landing should look like,
ask for another demo.

You might try full stop landings if you're doing T&Gs, so that
you have extra time to think about and talk through each pattern
and landing with your CFI.
-----------

The other side of Bowman Field

Aero Club of Louisville, Ky

Jim Nolen OT’s (Old Taildraggers?) Hangar. Prices: $50/hr wet. “Bowman Eagles”
Works parttime at Sullivan University. Wife taught music at school for the blind 38 years. Daughter 1st violin Cleveland(?) Symphony, Son in Texas. Learned to fly at 55.
Switch to Sport pilot before you lose your licence on a physical

Young Eagles out of Oshkosh program that gets young people (13? To 17) a first flight at no cost, put their names in a logbook.
Lee Bottom 122.9 2nd Sunday of the Month 2:00 hangout & icecream.

For a gate pass, see Mike over across the driveway. Have friends in the Bowman Eagles Cost would be refunded, he thinks.

Laura Benson Putney Started Cardinal Wings Flying School, largest in the area for 9 years. Sold it to somebody, they sold it. She’s starting up a new flight school. 2 little kids.

Richard: construction. Parachuting. Free-form. He works for the construction company that just made a new taxi-way connecting the two parts of the airport. He says now they're working on a new parallel runway.

Visit the Tower. Call first.


Go over to Louisville Aviation. Starting a Flight School. Back porch has picnic tables and shade. Conversation between parent and a pilot I’ve seen before: He’s instructor since age 19, flies commercially, talking about teaching his son.

Fwd: [MD] tripartite reality

Begin forwarded message:

From: Maggie Hettinger <mhettinger@mac.com>

Date: June 13, 2007 3:18:40 PM EDT

To: moq_discuss@moqtalk.org

Subject: Re: [MD] tripartite reality

In an obscure novel, Ursula LeGuin wrote:

"The difference

 between one and more than one

    is all the difference in the world.

Indeed it is the world."

^

|

____  yang, source, mechanism, creation reality, dynamic-->static

On Jun 13, 2007, at 3:29 AM, Rebecca Temmer wrote:

 The Tao gives birth to One.

One gives birth to Two.

Two gives birth to Three.

Three gives birth to all things.

^

|

____    yin, result, recreation, static-->dynamic

pilot's logbook

6/13 8:30 AM C-152 N89933 LOU JVY Stalls, slow flight, steep turns, touch & go's # lndgs: 9 MB

prep: lots of flash card study yesterday. One of the cards was Mike's landing pattern card, and I spent hours (literally, since one big family of piano students didn't show up for lessons, and I had spaces in there anyway) interspersing quick literal answers with "air flying" (like air guitar) and talking my way from Six MIle Island to Air Center One tie-down. I added the phrase, "899, student pilot, say again please," liberally to the radio calls so when I need it it might just come out nicely.

Last night I renovated my Pilot's Checklist: I added the word "LOCK" to the engine primer step, clipped a couple of notecards in the back so I don't have to fumble for notepaper, and made a sticker with a couple of maps of Bowman field for the other side of that page.

This morning I put a sprig of mint and a daisy in my pocket, put the daisy on the dashboard of the plane, and hoped for the best. It was night-and-day better.

We did simple things--turns (came out on the wrong heading on one, oops), slow flight, stall recovery, basic flying, looked for landmarks, flew over a beautiful grass airport which might be Lee Bottom, then touch-and-go's at Clark Co. Airport.

I'm trying to figure out why I wobble the wings on takeoff and landing. Mike says it's holding the controls too tightly--use 3 fingers. I think if I could clean that up the rest would be a snap.

So, the session was much better. Mike said the checklist work was text-book perfect. Good flying. 4 great landings.

(The last landing at Bowman Field was horrible.)

Walking back, we were talking (don't remember what, harmonicas or something) and Mike said he used to, or sometime does, strum a guitar. He made a strumming motion left-handed. In that instant, I felt a non-physical breeze or a brightening, or a Claritin Clear commercial. I asked him if he played left-handed, which he doesn't, he just had stuff in his other hand. The funny thing was that in that instant, I had my whole brain/self at my disposal, which obviously wasn't previously, even though things were going well. I'm gonna crack this nut.

Engine fire: If the engine catches fire on the ground, ie there's smoke and/or flames showing, you should hold the ignition key on for a minute or two to see if it won't suck the fire back into the engine where it belongs. If it doesn't work quickly, leave.

pilot's logbook

6/10 C-152 N89933 Lou Lou Touch & Go’s #5 .8 hr MB

Sunday afternoon. I came in to Bowman Field from OLC, and Frank came in to watch and hang out. We've spent the last several Sunday afternoons poking around airports together, and we're thinking we could get used to going flying together on Sunday afternoons. He and I had talked about engines Saturday morning, so I said maybe we could open up the hood and look at it. When we came in, Mike was out with someone. I called over to verify we were taking 89933. We agreed we needed fuel. Preflight “Get her to teach you everything.” We looked at everything and talked about it, and found out you can't open up the hood of a C-152, but you can look thru a few holes.

Frank went in, Michael came on board. I was feeling on-target, which I mention because it was so out-of-sync with what followed.

I set the seat back so that the two holes show, and I showed it to Mike so we could discuss it if we needed to. He told me what matters to him is using the balls of your feet on the rudder, and also using the balls of your feet for the brakes.

I forgot we were intending to get fuel. At some later point Mike noticed the LH fuel gauge jumping around, and asked how much there was in it. I didn't really know. I'd climbed up there, showing Frank that we do it, but we had already agreed we were going to fill it. No reason to get the calibrated thingy and really check. Plenty of reason to actually remember to put fuel in. Which I didn't.

But it was the Engine Start checklist where I made a big mistake—primed the engine and didn’t lock the primer back. Mike caught it, saying real quietly, “You just killed yourself.”

In spite of that, I was feeling like I should have been on top of things once we got flying, but wasn’t. Touch&go’s were flaky.

Off the side of the runway taking off, first time. Pattern was never square. Not ever. Mike wanted to stay closer to the airport this time, so I needed to find new visuals, and it took a couple of times around to find them. My turns were too steep, consistently, and correcting them was ugly. A constant descent never happened. Several times I forgot to put in the last notch of flaps. I felt as if I was always dealing with time lags on turns and on adjusting the power, but there’s not time to wait for them. I had to estimate, go on to the next thing, and come back and see if it was right. Once, turning base, I said and did “throttle in,” when it should have been throttle back to 1700.

Coming in, keeping centered was hard, because I did need to correct, and then I was wobbling the wings. I’d think maybe it’s a rudder issue, but when I tried to work with that the other day, Mike specifically said, twice, “use ailerons to keep on center.” I think it was the same thing.

So.

The good thing is that Mike was actually not correcting my mistakes as much as he usually does, and if it isn't dangerous, that's probably what I'd like to try more of.

After a while, enough was enough, and Mike ended it. He says just put it behind and move on, sometimes it happens. He's got a great skill of being able to smile at you like he means it, even after something like this, but I think the session took the starch out of both of us.

Coming back Wednesday.

Afterwards Frank and I got cokes and just hung around looking at things, which we've done at one airport or another for the last few Sundays. We're thinking it might be interesting to just go flying together on Sunday afternoons. At some point, Lisa came out and the three of us sat and talked for quite a while, which I’ve never done with her before. (What she does, instructors, Southeast Christian, children, etc.) One of the things that really interested me was when she talked about evenings having supper there at the table we were sitting at. I've only been to Bowman Field once in the evening, but I thoroughly enjoyed the atmosphere, much like hanging out on the beach on vacation. I think she was inviting us to come.

ps. this session follows 2 1/2 days of not flying and doing LOTS of quick-recall and/or oral studying. Friday was 3 hrs conversation and Q&A on different topics, followed by about 3 hrs of index card practice with Natalie. Friday night I did the first chapter fo the Gleim book. (Airplanes & Aerodynamics: 95%), Saturday morning the second (Airplane Instruments, Engines & Systems: 85%) which took more follow-up time to make flash cards of all the ones I either had doubts on or missed), This morning before church I worked on getting ready to take the 3rd chapter test, knew I wasn't ready because I needed to drill on tower light-signals, Airspace rules and a couple of other things.

pps. What would you do if the throttle was stuck at full power? Lean the mixture all the way to stop it. Of course if it happened on takeoff, you wouldn't know until you tried to go to cruise.

pilot's logbook

6/8 Ground School
Weather, Pre-solo maneuvers, sectional charts, instrument errors, emergency procedures, navigation w/VOR's, VFR equipment, Day/Night. 3 hrs. MB

Line of thunderstorms coming thru. Good for our drought.
One more thing to add to Maggie's growing list of things never to say at an airport: “We need the rain.”

Notes:
Controlled/Uncontrolled=blue/magenta. The difference between BCD&E controlled and E uncontrolled is the color of the runway graphic. The difference between E around an airport and E elsewhere is the height of the boundary between E and G. At the controlled airport it's 700 ft. Elsewhere it's 1200 ft. When the tower people go home to sleep the ceiling-G/floor-E becomes 1200 ft? (better check and see if this is right. I didn't write enough of it down.)

Rock quarry- pickaxe.

Four elements of flight (just do simple explanations):
Newton’s third law and Bernoulli’s principle, then how they apply to flight.

Lift:
"Low Pressure." "High Pressure."

Weight: Gravity, downward toward the center of the earth.

Thrust: The propeller pushes air backwards. This causes an equal and opposite reaction which moves the machine forward.

Drag:
Parasite Drag:
Form drag—the reason a streamlined Ferrari moves thru the air better than a big moving van. Air resistance can be cut back by streamlining.
Interference dra-- When the airflow of separate parts of the plane interfere with each other, multiplying the form drag. Significant examples happen where an airfoil (creating fast streams of air) meets with a 90º surface, such as the fuselage, which is not affecting the air at all(?).
Skin friction drag--caused by rough surface. (frost. bolts. It's why a Cirrus is FAST!)

Induced drag is “a byproduct of lift.” Vortex rolls inward as high pressure comes up and over the top of the wingtip.


Stall:
(Head into the wind.)
Power out. Flaps out. Get level with the horizon in slow flight, airspeed between Vx & Vy.

Nose up. Snap it back at 40 knots. At FULL pull-back, even if the plane doesn’t buck, you can go on and recover. Technically it’s a stall. (I tend to wait too long).

Side slip:
Nose down, power off. Full rudder, full opposite aileron. You are using the fuselage of the plane as a great big brake.

Forward slip to landing: Lower the nose. Use ailerons into the wind, rudder to counteract and keep you on the center line.

Clearing turns:
If going into a RH maneuver, do a clearing turn to the right, then back.
LH vice versa.

Required Equipment for VFR flight:
Tachometer
Oil Pressure gauge
Manifold Pressure Gauge
Airspeed Indicator
Temperature Gauge (one each engine)
Oil Temperature Gauge

Fuel Gauge
Landing Gear
Altimeter
Magnetic Compass
ELT
Seat Belts

Night Flying, add:
Fuses
Landing Lights
Anti-Collision Lights
Position Lights
Second Source of Electrical Energy (i.e. battery AND and alternator)

Engine Out Emergency:
A. Airspeed (best glide)
B. Best place to land
(emergency checklist)
C. Communications.

Mistaken landings on military airfields or restricted areas. Hmmmm.... DON'T ever let it happen!

Mike has a great explanation of how the reciprocating engine works. It's the hand movements that really make it. I'll have to ask for that one again.

Gleim's Private Pilot Knowledge Test book:
Don't write in it, but give it an hour and a half every night. Q&A, check, review.