Stretching the Legs

Today's flight was another in the progression of stepping further away from home plate and practicing some proper cross country navigation.  This allows for putting into practice some of the flight planning, weather briefing, and fuel management skills which don't get much airtime when flying locally.

In this case, the weather briefing and overall real-world weather couldn't have been better (or simpler).  A solid high pressure system kept not only the skies clear but the winds light and temperatures mild.  So while I went through all the steps, there wasn't much that required any special concern, or even any special fuel planning.  With no significant headwinds or tailwinds either direction, it amounted to simply multiplying the fuel burn by the expected time en route.  Similarly, there was no significant wind correction to apply, so simply flying the GPS course was sufficient to arrive at Point B.

Before departing the local field, I did a couple of touch and go's just to get into the rhythm and mentally prepare for the longer flight.  I think this might be a good practice overall, and will try to do it as much as possible, at least when flying solo.  It keeps the skills a bit fresher and adds a bit of a safety factor compared to, say, airline pilots who just hop in and fly multiple hours every day.  After not flying for even a few days, it feels a bit wrong to do that when I have no idea what lies at my destination (or even a few miles out).  Similar to venturing into shallow ocean waves before diving in, this re-acclimates my flying mind to the environment.  

Coincidentally, I decided to just do two landings before departing for the horizon.  It turns out this was a fortuitous decision, as a Cirrus in the pattern right behind me decided to blow a tire and close the runway while it was repaired.  I heard all the commotion as I was climbing out and was glad I didn't have to get into the middle of that.

One of the key decisions for this flight was choosing a cruise altitude.  I wanted to stay relatively low and below the height (3,000 AGL) which would require an FAA-dictated VFR altitude based on my direction of flight.  But I also was a bit cautious of rising terrain and the possibility of some turbulence as I crossed over a particular ridgeline midway through the flight.  I opted for flying roughly 2,500 ft AGL, which provided a nice, smooth ride.  As I approached the ridge (one I have never flown over on my own) I predicted that I would experience some rising and falling air currents.  To my surprise I was actually correct and felt the mild ups and downs about where I expected.  For the return flight, I flew just a couple of hundred feet higher since it was likely going to be a more turbulent headwind, and while I still felt the bumps, they didn't toss me around too much.

 Also on the return flight, I started noticing louder wind noise and a bit of a whistling sound.  Indeed, though my altitude hadn't changed, the airspeed had jumped up apparently due to a bit of a windshear or different flow.  I powered back and rode through it to keep the speed at about 90 knots.  But the strange whistling kept coming and going.  Maybe the wind direction was causing a strange pressure zone around the doors or air vents?  I never figured out what it was.

Returning to home base, the winds had picked up a bit, and there was what felt like a bit of thermal activity - not unexpected for a late summer afternoon.  I also had to blend in with the other traffic again.  In this case, I planned on crossing overhead and then entering a 45-degree teardrop to the downwind.  As I approached the field, I heard an inbound regional jet setting up for the opposing runway direction on a long straight-in.  I asked over the radio how long before they would be at the field and the response was "three to five minutes".  That didn't give me much time to come back around and not rush my pattern, so I announced that I would back off, exit the pattern and stay clear until they landed.  However, another plane had also entered the area, and was sort of stuck behind me.  We both ended up circling for what felt like more than five minutes while the regional jet finally made it in.  I was in the process of coming back around into a base-leg turn, but hadn't had a chance to descend from pattern altitude.  I ended up too high and too fast as I entered final, and knew I would not be making a stabilized approach - so I did a go-around.

This I think was a good decision as it allowed the other plane to come in a bit quicker (they didn't say anything, but something about the tone of their voice made it seem like they wanted to get down) - not to mention it kept me from doing something drastic just to get the plane on the ground when there was no urgency.

I did a couple more touch and go's, with a right crosswind that gave me a bit of trouble and caused my last landing to be quite a bit long.  So, more work needed there.

Since this was still a relatively short cross-country, I didn't need to do much cross checking of fuel burn and progress, but this is a key item for any longer flights in the future. 

Mini Cross Country

Picking up from where I left off last time, I decided on short notice to try again for a mini cross country to a few of the local fields.  Checking the weather the night before showed that it would be a beautiful day for flying, with light winds, clear skies, and much less haze and smoke than in past weeks.  I was also hoping for one of the 172s with the updated avionics to again practice some of the GPS and ADS-B In functions in real time.

When planning the route as a flight-only trip (e.g., no stops or touch and go's) the trip is estimated at just about one hour.  Knowing that I'd want to not be pressed for time and be able to just have a bit of a wander, I scheduled the plane for five hours, and ended up putting nearly three on the Hobbs meter.  This just reinforces how much extra time to allow when planning any long flight, especially for fuel stops or other diversions.

One of the key differences between any "cross country" flight and something more local is that the various waypoints or destination are beyond the visible horizon (even more so on a hazy day).  It's therefore even more important to understand navigation, engine (and fuel) management, and how to use the various tools at one's disposal to stay on course and on schedule for fuel.  In this case, the trip length would be well within the plane's fuel capacity, and I had the tanks topped off before the flight.  So while that wouldn't be an issue, I would be able to try out some of the features on the Garmin GTN650.

Compared to panel-mounted GPS units from 15 years ago, those available today have a great deal more functionality, touchscreens, and more intuitive user interfaces and menu trees.  But this means learning a whole new system even if it is coming from the same manufacturer.  For today's flight, I made sure I could work the basic radio functions, find the right navigation screen, explore the direct-to function, and experiment with flight plans. I must say - even if the features were otherwise identical, the touchscreen interface makes a world of difference and helps (me anyway) quickly switch back and forth between head-down and looking outside.  The old Garmin with menu choices driven by a twist-and-push knob had me looking inside a bit too much.

The flight itself was just fun.  Being able to navigate to unfamiliar uncontrolled fields, pick up weather along the way, enter the pattern, and practice some landings with no glideslope lighting really made this a great day.  Even though the legs between each field were short, I still was able to go through the typical profile of climb, cruise, descent, and approach with time to do the regular GUMPS check.  I even remembered to spend about 10 minutes on the right tank only, with the accompanying mental preparation for an engine failure upon switching tanks back and forth (everything was just fine however).  I also got to just putter around the sky under 3,000 feet AGL and sightsee for a bit.

Each of my three stops were deserted fields, so I would just do one or two landings and then fly on to the next.  But back at the home base, it was a busy day with other school aircraft and a few fast movers - a twin and a regional jet.  

Upon coming within about eight miles, I heard the twin report inbound as I was picking up the weather.  The winds were light, so either direction runway would have been fine for me.  I let the faster aircraft set the pace, and called them up to ask which runway they were setting up for.  When they responded back, we were able to coordinate how I would come in underneath their flight path and enter the downwind behind them.  I even threw in an S-turn to put a bit more distance between us.  

On the next pattern, I was following another school Cessna, but faster plane was also entering the pattern and ending up in front of us all.  I think the other Cessna could have just slowed a bit more, but he decided to do a 360 turn, so I (being just a mile or so behind him) also did the same.  From the ground, we probably looked like a perfectly choreographed formation flight...  The only problem with that is having to reacquire visual contact once I came out of the turn.  No worries.

Finally, on the last pattern of the day, a regional jet blasted its way in from the upwind side of the field.  I could see him coming in as I climbed out, and could also verify his location with the ADS-B In traffic display.  That's a great tool and I hope to be able to make good use of it if I'm ever in some seriously busy airspace.  Around these parts it's more of a novelty item.

All in all, this was a good confidence booster that I could manage the key aspects of the flight - controlling the airplane, navigating "cross country", managing the systems, and coordinating with other aircraft in the uncontrolled (or as some call it, "pilot controlled") airport environment.  Like so many other flights, there are things to improve on but we'll save them for next time.

"First" solo (in a long time)

 It's always better to reinforce skills with repetition, especially if that can come with no delay between sessions.  Therefore, I did another flight today right after yesterday's review sign off.  To better round-out some of the topics I need to refresh, I planned to take a "mini cross country" around a few area airports.  None of them would be far enough to qualify as official cross country time, but would be enough to practice with the newer avionics, GPS, and try landing at another unfamiliar field.  

I thought I would have enough time to make a complete circuit, but then decided to do a couple of touch-and-goes at the home field before departing to the first stop.  That, combined with a bit of a late start, turned a circuit into an out-and-back trip.  But that was still enough to work on a new (to me) GPS interface and the Aspen avionics suite.  I'm still partial to the traditional six-pack analog instruments, but this was a good time to work with the new systems on a panel similar to this one (but with even fewer dials):

I realized that I have flown three times as many hours with someone else in the cockpit with me (usually an instructor) as solo.  Combined with such a long time out of any cockpit meant that solo flight in an unfamiliar plane in an unfamiliar place was quite unsettling.  Looking back on what was to be a fairly short circuit, it may have been a bit too optimistic even without the time crunch.  

Though it was a relatively calm, clear day, there was just a bit of mountain turbulence which made me keep the speed down to about 90 knots.  Plus, visibility was degrading a bit from the western wildfires which made it more difficult to pick out the airport.  But this gave me a chance to just fly low and slow and take a few moments to just look out the window and enjoy flying again.

My destination was a single, narrow strip with no glideslope lighting (very common at rural fields).  The winds were light and blowing right down the runway.  I made my radio calls, entered the pattern, and landed with only a little bounce at the deserted field.  In addition to the normal concerns, I also took a moment to mentally look for wildlife on the runway and go through the confirmation that I was good to land rather than go around for any reason.  I also picked out a go-around point, which identifies when I've gone too far down the runway before touching down.  If we don't make it before that point - especially on a short runway, we go around.

But not today.  I made the landing and exited to the taxiway to start the takeoff run back at the start of the runway.  I also took a moment to reset the GPS back to the home field and double-check the weather.

Returning back, I did another touch-and-go because I had a few extra minutes, and then landed to wrap up my "first" solo back in the pilot's seat. 

Return to flight

 After last week's sessions to knock off the rust, both the CFI and myself thought it wouldn't take much more to be official with the flight review sign off.  Once had agreed that once I could smooth out my landings, he (and I) would be comfortable signing if off and returning me to currency.  While this wouldn't necessarily mean everything was perfect and there wouldn't be room for some additional polish, I could be counted on to get the plane back down safely and make good decisions about go-arounds, engine failures, flap settings, and overall approach stability.

 

 

When I arrived for the flight, we had both individually thought it would be sufficient to stay in the pattern and just practice those landings.  I also thought it would be good to practice some engine-out landings as well.  On top of that (and adding to the CFI's confidence in my abilities) we had a nice crosswind to practice against.

 

In all, we did ten circuits around the pattern.  On each one, I worked on maintaining a proper wind correction angle and ground track, using surface landmarks to guide my turns.  Happily, every landing was a little better than the one before as I became more accustomed to the proper power and flap settings at each point around the pattern.  Unfortunately however, on the first power-off descent (perhaps by design on the CFI's part) I found myself too far out to make the runway without cheating and adding a bit of power.  On the next few tries, I kept the downwind leg much closer, and managed to finally make a couple of them with no additional power.

 

One of the trickiest parts of a crosswind approach and landing is transitioning from a crab angle into the wind to a wing-low orientation aligned with the runway.  The first couple of tries I was flying the plane down to the runway but pulling the power out at the point I would have in the Diamond.  With the Cessna, it was smoother to keep a bit of power on until transitioning to the landing attitude and then pulling it out as the speed bled off.  

 

By the end, I was able to land consistently and safely and we called it a day as a small thunderstorm started to roll in.  But we were both happy with the quick progress and my ability to execute a safe flight from beginning to end.

 

With that sign off, I became current once again to fly solo (or, with any willing souls) with passengers.  The next step however would be to keep practicing and working on all the aspects of a flight to ensure I stay safe and competent.

Two Thousand Four Hundred Seventy Three

That's a lot of days.  Over six and a half years.

Like so many pilots who don't fly for work, my own flying took a back seat to the rest of life for far too long.  Without a decent place to rent a plane on short notice and receive some periodic dual time, plus a demanding work schedule taking me outside the U.S. for weeks at a time, flying just couldn't be a priority.  That's not to say I haven't been busy...

Some of the other things that have taken up my time:

• Teaching two kids how to drive
• Continued work in Canada and North Carolina
• Employer closed up shop, so started two businesses, now self-employed
  
• Three high school graduations, sending two kids to college and one into the National Guard
• Several college campus tours, road trips, and camping trips all over the western U.S.
  
• Watching a total solar eclipse
  
• Countless cross country and track meets, soccer games, mountain bike races, music festivals, and school concerts
• Supporting wife and daughter Ragnar marathon run and motorcycle license courses
• Working in Australia again, plus Africa and Peru
• Taking a motorcycle trip and a safari trip in South Africa
• Buying three cars, an RV, and two motorcycles
• Catching two local hot air balloon festivals
• Riding in a motorcycle parade
• RV trip to the Oregon coast
• Visiting and investing in a startup kit aircraft business
• Attending the Red Bull Air Races
• Earning a PMP certification
• Marrying off a daughter, hosting a wedding luncheon
• Sending kids on school or volunteer trips to Costa Rica, Italy, France, Australia, California
• Taking a concealed carry firearms course
• Working in South Carolina and Nevada
  
• Long motorcycle trip along the California and Oregon coasts
• A Caribbean cruise and New Years Eve in Miami
• Backpacking trips in the Beartooth and Uintah mountains
  
• An Eagle Scout Court of Honor
• Seeing two of our favorite comedians, favorite TV show hosts, and favorite bands live
• Attending Maker Faire
• Taking a long RV road trip from California to Oshkosh
• A pesky pandemic
• Several major home improvement projects
  
• Learning Spanish 
• And coming soon...a new grandson

As our lives start to transition into the next chapter, all of a sudden flying is possible again.  But it couldn't be as simple as just calling up the old flight school and scheduling some time, could it?

First, I opted to renew my medical through BasicMed.  This is available if you have had at least a third class medical (and not had it revoked or denied) in the previous ten years.  While I could have still been medically eligible for a full third class, the time and availability of an AME made it such that it was simply easier and faster to go the BasicMed route.  

Then, I would need a flight review.  My original school was technically available, but they no longer rent planes if one is not enrolled in a formal course to obtain a rating.  So, even if I could have done the review there, I would still not have a place to rent and stay current.

Plan B entailed calling up a different school about the same distance away at a smaller airport.  They also work with the local college and therefore get busy when school is in session.  But since we're still in the summer months, a plane and a CFI were easy to schedule.  I was able to schedule two flights in the same day to get back up there and knock off the rust.

While I have several hours in a 172, I would have preferred "going home" to the DA-20 given the amount of time away from flying.  Since this new school only has 172s and 152s (besides several larger and more complex models), I opted for the 172 since that would likely be the model I'd rent in the future.  We flew two different planes on Day 1.  

The morning flight was in a model with basic "glass" instrumentation.  Rather than the large G1000 screens which dominate the panel and contain virtually all of the key information, this older plane was retrofitted with a small Aspen display - whose small size belies the high volume of information contained on the screen.

 Rather than spend much time on the ground, we went straight to flying.  I did the preflight, which is so ingrained and routine, I barely needed the checklist even now.  Then we hopped in and I took a bit to get all situated.  The instructor walked me through a few of the instrument steps, but we really only focused on those that would be relevant for today's short flight - setting the altimeter, working the radios, interpreting the dials, etc.  As I went through all the steps of getting the weather, picking a runway, listening to other traffic, and going through the rest of the pre-takeoff steps, I said out loud almost everything and what I was thinking about.  This helps any instructor know what's going on in your head and why you might be doing something in a particular way.

Then it was time for takeoff!

This is a small airport with no control tower and just a single runway.  So we listened and looked for traffic, then opened the throttle and accelerated down the runway.  Most everything came back from my memory in an instant.  Keep your hand on the throttle, let the plane accelerate to rotation speed, gently pull back on the yoke, continue to accelerate in ground effect and gradually let the nose point at the right angle to climb out at Vy (the best rate of climb airspeed).

The instructor wanted to focus on slow flight and stalls.  This isn't too surprising, since that's where many students (and licensed pilots) have trouble and one of the first things to degrade after not flying for a while.  But in my case, this wasn't too bad.  I struggled a bit to find the right combination of pitch angle and power to achieve the right speed without losing altitude, but after a couple of tries got it good enough (not perfect by any means).  Rather than the instructor just telling me the right combination, he let me sort it out and kind of wallow through the air for a bit to see how I did.  Stalls were actually pretty uneventful.  You don't have to be super-precise with any particular item, other than keeping the wings level and staying on heading.  Both power-off and power-on stalls were pretty decent, but again could use a little polish.

The instructor threw in the not-unexpected practice engine failure, and I immediately went to tunnel vision trying to find a place to land.  The main problem I had here was focusing on a place that was too close and then needing to lose altitude and energy to make a landing.  But I neglected to do the normal "flow" of the emergency checklist to practice checking fuel and engine to attempt a restart.  Also, I kept needing to change my target landing spot.  I should have used slips, turns, or even flaps to start descending.

The afternoon flight was similar to the morning, but in a plane with slightly less power.  That meant that as we climbed out in this warm, high altitude environment, we pretty much stopped at about 7,000 feet altitude.  The instructor mentioned we may have been caught in a downward-flowing mountain wave, and this was completely foreign to me.  While I've read about them, it didn't occur to me that we could be in one, and looking back it would have been good to talk about the exit strategy if I was encountering rising terrain I couldn't outclimb (in this case we had plenty of altitude). 

We made a total of seven landings, three in the morning and four in the afternoon.  None of them are what I would call great, but they were all within acceptable margins of safety, on the centerline, and allowed for a relatively smooth touchdown.  But on one end of the spectrum, I was far too fast on final, mis-remembering the approach speed (which I had been remembering all the landings before...??).  On the other end, I had one picture-perfect approach which came apart about three seconds before touchdown due to a downdraft or windshear and I had to add a bunch of power before floating down the runway again.  

The big takeaways here, for patterns and landings - watch the speeds, and put in flaps at the same point of the pattern each time.  I also need to watch the left crosswinds since I kept overshooting the base to final turn, which was made worse due to flying a high-wing plane and not being able to see the runway creeping up on me.

Day 2 was a non-flying day due to low clouds and rain, so we did the ground portion of the flight review.  This was also uneventful and I only had to look up a couple of technical items.

Now on the schedule is another flight or two next week to keep working on the basics until I can be fully signed off for solo flight again,