Monday, January 28, 2008
Thursday, January 24, 2008
Pilot's logbook
1/23 PA28-161 N8316E LOU LOU Slow Flight, Power on/off stalls under the hood, unusual attitude recovery procedure, VOR 24 approach. Zach. 1.1 hr sim instrument 1.0
Not scanning yet.
Unusual attitudes, I recover quickly.
I need to practice stalls before we do it again. X-plane will do.
VOR approach 24, I didn't get it at all. I was spatially disoriented. I mean, where were we? We'd been wandering out in the practice field doing turns and such. None of those numbers or dials translated into anything I could grab on to. When Zach asked me to figure VOR intercepts, he suggested going the wrong way, and I took his advice. From the time we started on that, I never got the sense of where we were, and where we were going.
Afterwards, we talked about it. Next time, I'm taking the VFR chart. If I were flying for real, I'd have it, and I'd know where I was supposed to be, anyway.
We're following the Jeppesen syllabus, so I can prep better.
Also, I'm studying with Martha King. She's good.
I made my reservations for San Diego Women in Aviation Conference. Flight will cost $400, conference $300-something, and I'll go ahead of time to visit with Bill and Sinman.
Not scanning yet.
Unusual attitudes, I recover quickly.
I need to practice stalls before we do it again. X-plane will do.
VOR approach 24, I didn't get it at all. I was spatially disoriented. I mean, where were we? We'd been wandering out in the practice field doing turns and such. None of those numbers or dials translated into anything I could grab on to. When Zach asked me to figure VOR intercepts, he suggested going the wrong way, and I took his advice. From the time we started on that, I never got the sense of where we were, and where we were going.
Afterwards, we talked about it. Next time, I'm taking the VFR chart. If I were flying for real, I'd have it, and I'd know where I was supposed to be, anyway.
We're following the Jeppesen syllabus, so I can prep better.
Also, I'm studying with Martha King. She's good.
I made my reservations for San Diego Women in Aviation Conference. Flight will cost $400, conference $300-something, and I'll go ahead of time to visit with Bill and Sinman.
Tuesday, January 22, 2008
Skitch
Skitch is a new program that I downloaded. It's for annotating things on your screen and sharing whatever it is you're looking at and marking up. I found another use for it.
Now I've got a new icon for myself. Mike's turned out pretty good, too.
Monday, January 21, 2008
Finer Points Excerpt: Clearing Turns
Thinking hard about safety, here's a transcript from one of Jason Miller's weekly "Finer Points" podcasts. Click the title above to listen to the audio as you read it. (http://cdn.libsyn.com/jmiller/clearing-turns-jason-miller.mp3)
Here's Jason:
...In this episode, I'm going to lay out some procedures that I recommend for clearing turns.
One thing that will help you become diligent about this procedure is to do it the same way every time.
Now, the FAA gives us a choice about clearing turns. You have to turn 180 degrees, but you can either do this in one turn, or you can turn 90º and back to your original heading. Either way, here's a procedure to help you become diligent.
Always start by first turning to the left. Remember, if there's any aircraft overtaking you, they're going to overtake you on the right side. So always begin your clearing turns with a left turn.
If you're in a high-wing airplane, remember to lift the wing and clear the blind spot before you turn in that direction.
During the turn, make sure you're scanning the air using the FAA-recommended technique of scanning UP and DOWN columns of the sky, then move over 10º and repeat.
If you're lucky enough to have windows in the back of your airplane..., make sure that you're using them. Put your head on a swivel. Turn your head and look through all those windows and make sure that there IS no traffic in the area.
When you reach the 90º point, reduce power to the setting required for the maneuver. This will allow your aircraft to slow during the rest of the turn, whether you continue on a 180º turn or if you go back to your original heading. This will keep your airplane in the vicinity of the airspeed you just cleared.
You do have to divide your attention and make sure you're not losing altitude.
Once you're back on your original heading, it's time to do your flow check, perform the maneuver, recover, and fly away safely.
If you're a student pilot, adopt this technique.
If you're a private pilot, we all have biennial flight reviews. Make sure you don't forget the clearing turns.
I hate hearing about midair collisions. And I hope that you'll all adopt this technique to prevent ever having one yourself.
----The Finer Points Episode #47, "It's Severe Not to Clear." Jason Miller
Here's Jason:
...In this episode, I'm going to lay out some procedures that I recommend for clearing turns.
One thing that will help you become diligent about this procedure is to do it the same way every time.
Now, the FAA gives us a choice about clearing turns. You have to turn 180 degrees, but you can either do this in one turn, or you can turn 90º and back to your original heading. Either way, here's a procedure to help you become diligent.
Always start by first turning to the left. Remember, if there's any aircraft overtaking you, they're going to overtake you on the right side. So always begin your clearing turns with a left turn.
If you're in a high-wing airplane, remember to lift the wing and clear the blind spot before you turn in that direction.
During the turn, make sure you're scanning the air using the FAA-recommended technique of scanning UP and DOWN columns of the sky, then move over 10º and repeat.
If you're lucky enough to have windows in the back of your airplane..., make sure that you're using them. Put your head on a swivel. Turn your head and look through all those windows and make sure that there IS no traffic in the area.
When you reach the 90º point, reduce power to the setting required for the maneuver. This will allow your aircraft to slow during the rest of the turn, whether you continue on a 180º turn or if you go back to your original heading. This will keep your airplane in the vicinity of the airspeed you just cleared.
You do have to divide your attention and make sure you're not losing altitude.
Once you're back on your original heading, it's time to do your flow check, perform the maneuver, recover, and fly away safely.
If you're a student pilot, adopt this technique.
If you're a private pilot, we all have biennial flight reviews. Make sure you don't forget the clearing turns.
I hate hearing about midair collisions. And I hope that you'll all adopt this technique to prevent ever having one yourself.
----The Finer Points Episode #47, "It's Severe Not to Clear." Jason Miller
Thursday, January 17, 2008
Pilot's logbook
1/16 C-152 N89933 LOU JVY LOU
Preflight:
Frost. Frost? OK? Not OK? Scraping off the windshield? NO, it's plastic. Brushing off with a snow brush? Seemed to work, but it was new paint on the plane. Was that not a good idea? Probably the best would be to put it in the hangar the night before. I'll have to add that to my list.
Preheating, how long does it take? I think I was waiting for the guys, and they were waiting for me, and it doesn't take that much. But, she did start right up :).
First trip with Amy. Checked out the houses in the quarry. Flew up the river a little.
Looked for the farm. Missed it, knew I'd gone too far, didn't turn back until seeing the Ohio river loops. Looked again. Decided to call it. Then looked again at a lot of ravine-type stuff, decided to make a circle over it for one last try, and found the farm. I tried to take a good look at the distances from Louisville, the hole in the hills, etc. We were at about 7,000 feet at the time. [ JVY go north past 2nd quarry. Veer left (before Memphis) and travel up that "valley" to Greenville. US60. Hang a left before the lake.]
We flew 1.8 hour. The driving distance to Boston is 1000 miles. Comparing the two, it doesn't seem like a bad idea to travel to Boston in a plane. Of course, there are mountains.
Tuesday, January 15, 2008
Pilot's logbook
Up until this past week, I hadn't been flying much since I got my license. I've been involved in family issues that have me spinning my wheels, and maybe I can blame some of it on the weather. I spent some time getting checked out in the 172's, but then Dane nudged me into trying the Warrior, and I like it, so that's where I've been lately. I haven't done any cross-country yet. I REALLY REALLY like flying that plane.
Mike helped me a LOT just by tossing me the challenge of getting instrument rated by April and CFI by August. Todd sat me down to figure out the hours and cost to get Instrument/professional. I've been up with Zach twice now in the Warrior, working on scan, vertical-S's, VOR tracking...Saturday we were supposed to do a heads-up approach, so I spent some time with Josh getting familiar with JVY18. Saturday was the first day of sun in a week, & JVY was way too crowded, so we did the Bowman Field 24 VOR approach instead. My respect for the CFI's & pilots went up another big notch. I'm determined to do it tonight on the computer until I get the hang of it.
Flying. How to to more of it?
I want to fly Frank to Frankfort when he goes there for meetings, which is 4 or 5 times a year, just for the practice of trying to do something that's scheduled.
I can afford about one lesson a week and some other flying but not a lot IF I have to pay full price. I have friends who say they want to fly, so I'm trying to plan some kind of cross-country trips that are interesting enough that some of the people I know who have cash will be interested. (How mercenary is that??)
I have a friend who's a meteorologist who asked me whether I could fly people around to take pictures of tornado and storm damage--after the fact, not while it's happening. Do you suppose there's a way to call that "incidental" to the business of forecasting the weather?
I met an older guy the other day--Ed O. He owns the Piper a few tiedowns down from 16E. He came over to talk while I was preflighting to go up with Zach. I enjoyed meeting him, but I didn't figure out 'til later that he is looking for someone to fly with. He's got whatever diabetes they cancel your license for, and needs to take another pilot along anytime he goes up. I'm interested. I guess I'll go over and look at his plane with him.
Mike says:
Personally I think that the Cessna after all these Hundreds of hours in both is a MUCH safer plane for the new pilot. Here's plane and simple why:
1. Fuel valve has both setting
2. Better power off glide distance
3. Gravity feed fuel / no fuel pumps required
But I enjoy a good running healthy Piper low wing any day[...] Also while you are learning something new its good to train in the same aircraft you are familar with. No sense in learning two new things at once. And a lowing does fly and react to controls differently through out the entire flight spectrum ( stalls to short field landings .)
Flying How To Do More of IT!!
You have several options here, depending on how aggressive you are.
1. Safety pilot: Acting as a Private Pilot for a IFR candidate student who is wanting to practice flying under the hood. Where do I find them? ALL flight schools have IFR students, including yourself. You both fly and each take turns shooting approaches, tracking or just basic maneuvers under the hood. Each pay 50% of cost and sign each logbook. Be Looking out.
2. Finding pilots who have medical problems or just enjoy flying with others. Safety can often come in numbers, or at least thats what our minds feel. Problems with this, you will need to think logically about who you fly with that does not have a medical!!!!! Heart Attack? Epilepsy? Narcolepsy?? You get the picture, an hour is only worth SO MUCH! Also you will need to really beat the streets to find these guys and gals. Be Safe.
3. As a private pilot you are required by FAR 61.?? to pay at least the pro rata share of all operating cost ( fuel, rental, oil )...etc.. However, 50% gratuity can come in other forms as food...etc hotels maybe depending on personal definitions here ( IE...Very Gray Area ) Remember where you are who you are dealing with when considering this rule. Be Smart.
4. If you want to take some friends flying to see some accident spots for weather, then thats great they had their cameras with them.
5. Lastly, consider joining a flight club! There are several on the field at Bowman and they are all great. My favorite was Wings Flying Club. They have a GREAT Running Warrior N40015 and its IFR certified and I have a friend Gary Thomas who instructs with it. Also Louisville Pilots Club is a great one. There are monthly dues but at the very least you have easy access to a plane for large amounts of time, great maintenance, easy scheduling, and covered by insurance with only monthly premiums and discounted flight time!!!
Mike helped me a LOT just by tossing me the challenge of getting instrument rated by April and CFI by August. Todd sat me down to figure out the hours and cost to get Instrument/professional. I've been up with Zach twice now in the Warrior, working on scan, vertical-S's, VOR tracking...Saturday we were supposed to do a heads-up approach, so I spent some time with Josh getting familiar with JVY18. Saturday was the first day of sun in a week, & JVY was way too crowded, so we did the Bowman Field 24 VOR approach instead. My respect for the CFI's & pilots went up another big notch. I'm determined to do it tonight on the computer until I get the hang of it.
Flying. How to to more of it?
I want to fly Frank to Frankfort when he goes there for meetings, which is 4 or 5 times a year, just for the practice of trying to do something that's scheduled.
I can afford about one lesson a week and some other flying but not a lot IF I have to pay full price. I have friends who say they want to fly, so I'm trying to plan some kind of cross-country trips that are interesting enough that some of the people I know who have cash will be interested. (How mercenary is that??)
I have a friend who's a meteorologist who asked me whether I could fly people around to take pictures of tornado and storm damage--after the fact, not while it's happening. Do you suppose there's a way to call that "incidental" to the business of forecasting the weather?
I met an older guy the other day--Ed O. He owns the Piper a few tiedowns down from 16E. He came over to talk while I was preflighting to go up with Zach. I enjoyed meeting him, but I didn't figure out 'til later that he is looking for someone to fly with. He's got whatever diabetes they cancel your license for, and needs to take another pilot along anytime he goes up. I'm interested. I guess I'll go over and look at his plane with him.
Mike says:
Personally I think that the Cessna after all these Hundreds of hours in both is a MUCH safer plane for the new pilot. Here's plane and simple why:
1. Fuel valve has both setting
2. Better power off glide distance
3. Gravity feed fuel / no fuel pumps required
But I enjoy a good running healthy Piper low wing any day[...] Also while you are learning something new its good to train in the same aircraft you are familar with. No sense in learning two new things at once. And a lowing does fly and react to controls differently through out the entire flight spectrum ( stalls to short field landings .)
Flying How To Do More of IT!!
You have several options here, depending on how aggressive you are.
1. Safety pilot: Acting as a Private Pilot for a IFR candidate student who is wanting to practice flying under the hood. Where do I find them? ALL flight schools have IFR students, including yourself. You both fly and each take turns shooting approaches, tracking or just basic maneuvers under the hood. Each pay 50% of cost and sign each logbook. Be Looking out.
2. Finding pilots who have medical problems or just enjoy flying with others. Safety can often come in numbers, or at least thats what our minds feel. Problems with this, you will need to think logically about who you fly with that does not have a medical!!!!! Heart Attack? Epilepsy? Narcolepsy?? You get the picture, an hour is only worth SO MUCH! Also you will need to really beat the streets to find these guys and gals. Be Safe.
3. As a private pilot you are required by FAR 61.?? to pay at least the pro rata share of all operating cost ( fuel, rental, oil )...etc.. However, 50% gratuity can come in other forms as food...etc hotels maybe depending on personal definitions here ( IE...Very Gray Area ) Remember where you are who you are dealing with when considering this rule. Be Smart.
4. If you want to take some friends flying to see some accident spots for weather, then thats great they had their cameras with them.
5. Lastly, consider joining a flight club! There are several on the field at Bowman and they are all great. My favorite was Wings Flying Club. They have a GREAT Running Warrior N40015 and its IFR certified and I have a friend Gary Thomas who instructs with it. Also Louisville Pilots Club is a great one. There are monthly dues but at the very least you have easy access to a plane for large amounts of time, great maintenance, easy scheduling, and covered by insurance with only monthly premiums and discounted flight time!!!
Thursday, January 03, 2008
Pilot's logbook
PA-19E? LOU LOU T&G's, Emergency airport ops, .8, TH
Starting in the cold. Runway 14. Beginning takeoff roll, hear our call sign, another plane is down at the other end with its tail in the air. Airport closed. "Taxi back at your own risk." Checked out the instrument panel, played with the parking brake. Why didn't we bring popcorn? Fox on the runway.
Finally three touch-and-go's. Pattern is tricky on 14, just because I'm not used to it. OK on Warrior controls, radio controls, which have been a challenge.
Starting in the cold. Runway 14. Beginning takeoff roll, hear our call sign, another plane is down at the other end with its tail in the air. Airport closed. "Taxi back at your own risk." Checked out the instrument panel, played with the parking brake. Why didn't we bring popcorn? Fox on the runway.
Finally three touch-and-go's. Pattern is tricky on 14, just because I'm not used to it. OK on Warrior controls, radio controls, which have been a challenge.
Subscribe to:
Posts (Atom)