After a 10-day hiatus, I was back in the air again today. The afternoon was the only time available and so I had to contend with pretty choppy thermals while practicing steep turns. These are banking turns over 30 degrees, and in this case, were supposed to be 45 degrees. Unfortunately, that ended up being more difficult than I anticipated, especially after doing a few slow ones last time. When all was said and done, my instructor and I decided to relax the altitude monitoring and just focus on maintaining speed and rolling out on the right heading. On that count, things weren't too bad.
We also did some stalls, which I tried to complete a bit more crisp than last time, and I did for the most part. In the warm air, the bottom dropped out on one of them, and we actually nosed down more severely than typical for this plane (although still nowhere near a Cessna 150). Nevertheless, recovery was much smoother, especially from a rudder standpoint. This plane really likes to turn left and I was definitely making an effort to remember plenty of right rudder.
Upon deciding to return to the field, we had to lose about 3000 feet of altitude in about 6 miles. Not a bad task, but it would have felt uncomfortable to someone not accustomed to a small plane's motion. I think we were descending at about 1500 feet per minute or so. It was a good exercise to make sure I could keep the speed under control, which I did well, according to the instructor. Our ground speed during this was about 140 mph.
Then it was time for a little pattern work, slow flight over the runway (low approach), a touch and go, and then landing. Luckily, the bouncy air wasn't as bad right near the field, except for the little thermal pockets and a touch of crosswind just over the runway. The absolute key to success here is only glancing at the near end of the runway while keeping most of your gaze out to the horizon and the far end. I had a bit of trouble staying as low as my instructor wanted, but the second time around was better. Then, I had the controls all the way to landing on the third go-around.
All in all, this was a bit of a stressful flight due to the thermals, but not for the reasons I would have thought. I usually don't like turbulence for the simple fact that it is uncomfortable. This time, though, I think I was concentrating so much on simply flying the plane that it was more of a nuisance and didn't really bother me physically. Good to know. And it's also a good thing to be able to fly in it, just in case my checkride ends up being on a hot day.
Today, we worked on slow flight and stalls. With all of the flying that I have done, I am most familiar and comfortable with taking off, going somewhere, and then landing. The various maneuvers that go along with this are pretty simple, and they come the easiest to me (basic turns, holding heading, working the throttle, maintaining airspeed). In a normal flight, you don't experience the types of attitudes, sounds, and feel that go along with stalls and other exercises required for the license.
So, with this in mind, combined with what I have heard from other pilots about stalls (and spins), today I was a bit more anxious than the first lesson. My takeoff was meandering down the runway, I was too light on the controls, and I just had that sinking feeling that something was going to happen that I wasn't going to like. It was harder to concentrate on the procedures, although I am pretty much officially in charge of the radio communication (even though I miss a detail now and then). I definitely feel like many others, who face a barrage of information and struggle to maintain a good scan of the instruments (especially the engine side of the panel).
Today's flight, then, was a bit of practice with the slow, shallow banks, which I can handle pretty well. Then came a power-on stall, which is done by applying full power with the takeoff flaps deployed, simulating a too-steep climb out after takeoff. The plane's nose comes up, the stall horn is buzzing (not the electric kind, either, but the "kazoo" that just uses the suction on the wing).
The short version of events is that I am one of the 98% who just can't keep enough right rudder in to offset the left-turning tendencies. Some more reading and mentally connecting the rudder to the bank of the wings may help in the future.
Today, we learned about traffic avoidance....but more on that later.
First, we had a bit of ground instruction regarding the pattern and signs around the field. A little bit of talk about left-turning tendencies and slow flight, the main focus of today's lesson.
The plane was fueled up during our office time, and I had the preflight all to myself while the instructor took care of some admin. stuff. This was a different plane, but was covered in bugs like the other one. The weather today was concerning me, since there was a broken layer and some light sprinkles, but it was up at 12,000 and VFR for the practice area.
Again, I handled the radios, this time remembering to inform the controller that I had the proper ATIS weather information. I handled the taxiing much better as well, not repeating my prior imitation of an inebriated airline pilot. This plane has a castering nosewheel, so taxiing is done with power and brakes. When setting up for the run-up, the plane should be allowed to coast straight so as not to load the nose in a turning condition.
Although there were about 6 planes in the air, including a glider, as I arrived at the field, there was no one else around during takeoff. Takeoff itself also went much better, without a big yaw to the left as I did last time. I tried a mental technique of pressing the right rudder like a car's gas pedal (accelerating down the runway). It worked too well, and I yawed a bit to the right, but not badly. The DA-20 lifts off at about 45 knots, so it doesn't take long to get up in the air.
Climbout was smooth and we went a bit higher than last time to have room for slow flight and descending turns, to prepare for pattern work. At altitude, we did two clearing turns and then proceeded into two level 360's. They sure seemed fine when I did them (at least the altitude was good), but looking at the GPS track, I can see I'll need some work on ground reference (although that wasn't a concern today).
Then we slowed down and put out full flaps to practice rolling on a heading as we did before. This time, though, the slow speed makes everything "mushy" and exaggerated. It was hard enough before, but this time I had to keep arresting the big yaws I was creating. While still slow, we did some 90 degree descending turns. These were pretty uneventful, except for an inadvertent stall due to a wind gust. Then another climb, level off, and then slow down with flaps again. We did another descending turn and then a descending 180. Back up, then power to idle to practice a gliding, descending turn as would be needed in an emergency. The DA-20 has a gliding ratio of about 11:1.
Finally, we added power, climbed up a bit and leveled off for the inbound leg to the field. About this time, we called the tower, and heard the clearance for the school's other DA-20 to take off. As we were looking for it where it was "supposed to be", it magically appeared in front of us and I made a little bank to make sure we stayed clear. He probably saw us first (we were looking toward the sun) since he also steered clear. Pretty much a non-event, but still added a bit of excitement.
I flew most of the pattern from downwind to base, to final. I held final pretty far down (for a second-timer) and the instructor took the landing at about 300 feet AGL. Then it was a taxi back and time to go to work again.
It's a strange feeling to be in such a familiar environment, but yet have everything seem so different. Going through the preflight was very straightforward, and I had performed several of the steps myself on my dad's plane years ago. Not only that, but the DA-20 is fairly simple, and so there's not much to really check.Sitting in the left seat was definitely unique, however. I recall only one time that I have operated any of an aircraft's controls from the left seat (of my dad's 172), and that was just to start the engine and then shut it down. I remember that I was so nervous, I was shaking (I must have been about 13 or 14 years old) but it was still something that I had seen so many times before.Today was dramatically different. I was nervous, but not overly so. I had the checklist in my hand, and again, the plane is very simple. Startup was very smooth, and the engine came to life immediately. The DA-20 seems to have a greater length of travel for the throttle than the Cessnas I've been in, so my observations of the pilot's movements didn't translate to this one. It takes quite a bit to get the throttle set properly, and that was something that took getting used to throughout the flight.As far as the lesson itself, things went very well. I think all my "book learning" has benefited me, but not as much as simply being a passenger so many times. Once we started moving, all I could think of was all of the various things I "knew" I was supposed to be watching, but I could only concentrate on keeping the plane going in the right direction. Obviously, though, no instructor would expect a first-timer to handle everything, so I had to remind myself to just take it one step at a time.We did the basics, a smooth climb, straight-and-level, some medium bank turns, descents, Dutch rolls, and some playing with the flaps. (I see that the definition of the Dutch roll indicates that what we really did was "roll on a heading"). This aircraft requires very little left rudder due to the inherent left-turning tendencies; the right rudder gets quite a bit of attention. Then I was free to just try out some turns and see how the plane handled. Before I knew it, our hour was about up, and it was time to head in. By the way, I handled the radio communication during the entire flight, something that apparently most students handle a bit later. But it went fine. There was very little traffic in the area, so we were the only one in the pattern during the return.
The weather was warm, with some distant cumulus clouds that had me worried about thermals. Upon gaining some altitude, it was much smoother than expected (at least, for someone who's had some experience with mild turbulence). In any case, it didn't make the plane do much more than smooth dips and climbs, rather than be very choppy and rough.
About all I can say is, I'm ready to go again. So far, so good.
Well, tomorrow's the big day. I'm a bit nervous, to be sure, but not as much as I would have thought. It will be a strange feeling, to be in the familiar surroundings of a small plane cockpit, but to also be "in charge" of making it go where it needs to go.
The checklist for tomorrow's lesson deals with the basic administrative stuff, like required paperwork, aircraft checklists, school rules, etc. The flying portion will include preflight inspection, basic radio operation, ground movement, and then basic flight (straight and level, shallow turns).
I suppose I'll brush up on the aircraft's operating handbook to try to have as much of the material memorized as possible, although I'm sure it won't really be needed this early in the game. The first flight is usually pretty low key, to let the instructor see how the student can handle flight (and vice versa).
All I can say is, if I'd have known about the possibilities and the attractive terms of education loans sooner, I'd already have my certificate.
Wow. Yes, flight training is expensive (but what isn't?) but there are some great deals out there. After looking at a couple of options (scholarships don't apply to me, but they are definitely something to look at if you are a true "student"), I have decided on applying for a Sallie Mae Career Training Loan. This is a great deal, and I just found out that you don't have to repay until the loan is completely disbursed. So, for instance, if you take out $10,000 to cover flight training for two years, and you have them disburse it in four equal $2,500 payments to the school, you don't need to start paying the money back until that last disbursement goes out in a year and a half. Not bad!
(ed.: NOT! I found out the rep at Sallie Mae doesn't know what she's talking about...suffice to say that the payments start 30 days after the FIRST disbursement...whatever...at least I get to fly...)
And the terms aren't too scary, either. You can repay over a maximum of 15 years, and the rate is a variable prime + X, where the X is based on your (and cosigner's) credit history. Right now, the prime rate is 8.25% or so, so you could finance a 10 or 15 year loan at a fairly reasonable rate.
It's very easy to apply, but I recommend getting ahold of the application beforehand, since I got partway into it and then found out I needed some information I didn't have with me. Then, I had to call the customer service folks to help me finish it off. Even so, the person I spoke with was very helpful, and it wasn't the big pain I thought it would be.
So, once the loan is finalized and the school has their initial payment, I can actually start flying.
Oh, except there is the little issue of insurance. If you are renting a plane, you will want insurance. I have a small reprieve, since I am a student. The school's insurance covers the plane as long as I am flying with the instructor. As soon as I am ready to solo, I will need my own coverage. So, for now, I can avoid the expense, but I will need to start shopping it around.
There is just too much out there. You can only read so much before you need to experience life in person....I am about as prepared as a person can be. I am to the point where I simply can't read anymore. It's the same stuff over and over again. Airplanes and flight are fairly simple, and there's no arguing with the laws of physics. Now, I just need to work with an instructor to put it all into order and perspective and start providing some structure to the whole endeavor.
But not before I let you in on the long list of materials available to you if you so desire to wallow in aeronautical knowledge:
The Aeronautical Information Manual (AIM)
Airplane Flying Handbook
Aviation Weather
Aviation Weather Services
Pilot's Handbook of Aeronautical Knowledge
FAA Practical Test Standards
FAA Weight and Balance Handbook
FAA Examiner's Handbook
FAA Instrument Procedures Handbook
A pile of FAA Advisory Circulars, AOPA pdf files, and even the POH for the Diamond DA-20 that I will be flying soon.
Naturally, some of these things will need to be purchased, just due to the inconvenience of printing out a couple thousand pages....but for the initial familiarization of the material, it's a good way to start off cheap. On top of that, I will need to obtain the FAR (14 CFR) and that's not available in an easy-to-download format. So my next purchase will almost definitely be the FAR/AIM combo book.
On top of all THIS, then, are the handful of VFR sectionals that I picked up recently.
If you add up all of the costs of the little things, I've probably spent just under $200. Compared to entering ground school with little or no background, I'd say it's money well spent. Also considering that I've spent a couple hundred hours just simply reading as well as about 18 hours in the copilot's seat of my friend's plane in the last year (actually navigating, mind you), I'm hoping to have a leg up on the expensive side of the training equation.
The go/no-go decision is a fundamental in any form of aviation. It refers to the review of the pilot, the aircraft, and the environment and an evaluation of whether the flight will be safe or should be postponed.
Of course, a similar decision must be made even when deciding whether or not to learn to fly in the first place. As you can see, I have pretty much decided to "go", but at this point, I still have not finalized the loan, scheduled a first lesson, or otherwise seriously committed my time and money. I could still back out if I wanted to. I am at the edge at which many people find themselves, whether faced with a decision like mine or something else...a new job, a new relationship, a child, or maybe even just trying to decide whether to get a pet.
Unless you are very impulsive, you learn as much as you can up front, to decide whether you are on the right track or not. As have I. I mentioned that I played around quite a bit with the computer flight simulators. And I have also bought quite a few books about aviation. Of course, these things only go so far, and I will soon have to literally put my money where my mouth is, as I kiss my finances goodbye....
Nevertheless, I will list the books that I have acquired so far, and I will leave it to you to decide how much is too much.
"The Student Pilot's Flight Manual" by William Kershner
A very complete step-by-step lesson plan for the private license.
"Stick and Rudder" by Wolfgang Langewiesche
A classic description of the "feel" of flying and a good translation of airplane behavior into English.
"Avoiding Common Pilot Errors" by John Stewart
Written by an Air Traffic Controller, this book is probably better suited for someone who has some flying experience, but on the other hand, it is a good idea to avoid bad habits altogether rather than try to un-learn them.
"101 Things To Do With Your Private Pilot's License" by Leroy Cook
Another book better suited for post-checkride flying, but still a good reference for keeping a few advanced tidbits in the back of your mind while learning.
"A Guide to Weather" by Richard Whitaker, Editor (written by a whole bunch of meteorologist-types)
This is a non-aviation book, but I picked it up because of the very good photos, illustrations, and descriptions of common weather patterns.
That's it....Of course, that's just the list of the books I actually paid for....Then there are the other little things:
A membership to AOPA gets you the AOPA Airport Directory and a subscription to AOPA Pilot or Flight Training (I receive the latter).
A subscription to Plane & Pilot magazine
Free samples from local FBO's of GA News and Pacific Flyer periodicals
Countless AOPA, ASF, and FAA brochures, booklets, pamphlets, leaflets, flyers, etc., etc. about every topic you can think of
Various sample packages due to my various subscriptions and online visits, such as aircraft manufacturers' brochures, sample training DVD's, etc.
And that's just the printed material....I've got a heap of paper and not a single hour of instruction time yet....I can't wait; can you tell?
