Due to having troubles with the DWC Flight Program, I changed my major to Air Traffic Control.
THIS DOES NOT MEAN I HAVE STOPPED FLYING
All it means is I am not flying right now. Once I have a good job and can afford flight instruction, I still fully intend to get my Private Pilots and at least my IFR rating.
So I'm grounded for a little while, but its temporary.
Friday, September 26, 2008
Sunday, January 21, 2007
Bump
From: ASH To: ASH
Hours: 1.0
Type: Cessna Skyhawk C-172R
Number: N671DW
CFI: Aaron Hittie
Description: On a very windy day, we went around the pattern seven times. It was rather windy so it took me a while to find the proper crab angle to stay straight. I was constantly overshooting my turns but I managed to get back on the glide path each time. But the flare was messed up. I'd hold in the power too long, according to Hittie, and I'd start too high. I'd often hit with a bump. We just have to work on the flare a bit and we'll be good to go.
Logged: 31.9 hours, 96 landings
Hours: 1.0
Type: Cessna Skyhawk C-172R
Number: N671DW
CFI: Aaron Hittie
Description: On a very windy day, we went around the pattern seven times. It was rather windy so it took me a while to find the proper crab angle to stay straight. I was constantly overshooting my turns but I managed to get back on the glide path each time. But the flare was messed up. I'd hold in the power too long, according to Hittie, and I'd start too high. I'd often hit with a bump. We just have to work on the flare a bit and we'll be good to go.
Logged: 31.9 hours, 96 landings
Saturday, January 20, 2007
First Flight of Semester 2
From: ASH To: ASH
Hours: 1.2
Type: Cessna Skyhawk C-172R
Number: N686DW
CFI: Aaron Hittie
Description: Note, I missed a few flights. I dunno why. I came back from one flight upset about how bad it went and didn't write about it and lost track. But I'm gonna get back on track with this one.
I have a new CFI this semester, Aaron Hittie, who's more laid back than Nick (hopefully not too much more laid back) and he's easier to talk to because when he points out a mistake, its more of an explanation than a reprimand. We pre-flighted Webster 86 and got her started. I made a good take off and turned into the pattern at 1000' MSL. There was an amazing burst of light out one window where the sun was setting over sugary trees and hills. We circled around as I shook off my ATC radio rust, and came around to final approach. I brought her down with a dance of throttle, flaps and attitude. We hit the runway and took off again and went around back to final. This time everything went alright until the end when suddenly I bounced. Aaron got the airplane on the ground and we tried again a third time. He gave me step-by-step instruction, but we still hit hard (But didn't bounce) as I didn't flare enough. We came around again and I was too high so I executed a go-around. The next time I gave a decentish flare and we took off and did it again.
And that was the end of the flight. Landings are getting easier.
Logged: 30.9 hours, 89 landings
Hours: 1.2
Type: Cessna Skyhawk C-172R
Number: N686DW
CFI: Aaron Hittie
Description: Note, I missed a few flights. I dunno why. I came back from one flight upset about how bad it went and didn't write about it and lost track. But I'm gonna get back on track with this one.
I have a new CFI this semester, Aaron Hittie, who's more laid back than Nick (hopefully not too much more laid back) and he's easier to talk to because when he points out a mistake, its more of an explanation than a reprimand. We pre-flighted Webster 86 and got her started. I made a good take off and turned into the pattern at 1000' MSL. There was an amazing burst of light out one window where the sun was setting over sugary trees and hills. We circled around as I shook off my ATC radio rust, and came around to final approach. I brought her down with a dance of throttle, flaps and attitude. We hit the runway and took off again and went around back to final. This time everything went alright until the end when suddenly I bounced. Aaron got the airplane on the ground and we tried again a third time. He gave me step-by-step instruction, but we still hit hard (But didn't bounce) as I didn't flare enough. We came around again and I was too high so I executed a go-around. The next time I gave a decentish flare and we took off and did it again.
And that was the end of the flight. Landings are getting easier.
Logged: 30.9 hours, 89 landings
Friday, November 10, 2006
Around the Patterns Again in Wind.
From: KASH To: KASH
Hours: 0.7
Type: Cessna Skyhawk C-172R
Number: N681DW
CFI: Nick Forte
Discription: It was a somewhat windy day, winds were from 300 at 11, gusting at about 20 knots. The take-off was faster then expected. With nearly full-on headwind, the airplane simply took off quickly. After reaching 1000, I started my turn into the pattern. I found myself about 200 feet above the pattern altitude of 1200MSL (1000AGL) and brought it down, too abruptly. Following Nick's advice, I slowed the airplane to 1800 RPMs for the down wind. At midfield, I made the call for a touch and go. Turned to base and then final and brought Webster 81 to the ground. Nick hit the flaps and we went up again. It took me a bit to get the airplane to reach Vy (79 KIAS) for the climbout. Went around the pattern again, Nick had me do wind correction, which I couldn't get a good feel for. I didn't square out my turns enough either. Again, I managed a landing and we went up again. The third time, I screwed up and Nick had to take the controls again. We got out and went around a last time and I landed, but then I porpoised.
I need to apply wind correction more. I also need to avoid the porpoise and recover from one properly. (Power up, then gently attempt to land.)
Logged: 24.5 hours, 70 landings
Hours: 0.7
Type: Cessna Skyhawk C-172R
Number: N681DW
CFI: Nick Forte
Discription: It was a somewhat windy day, winds were from 300 at 11, gusting at about 20 knots. The take-off was faster then expected. With nearly full-on headwind, the airplane simply took off quickly. After reaching 1000, I started my turn into the pattern. I found myself about 200 feet above the pattern altitude of 1200MSL (1000AGL) and brought it down, too abruptly. Following Nick's advice, I slowed the airplane to 1800 RPMs for the down wind. At midfield, I made the call for a touch and go. Turned to base and then final and brought Webster 81 to the ground. Nick hit the flaps and we went up again. It took me a bit to get the airplane to reach Vy (79 KIAS) for the climbout. Went around the pattern again, Nick had me do wind correction, which I couldn't get a good feel for. I didn't square out my turns enough either. Again, I managed a landing and we went up again. The third time, I screwed up and Nick had to take the controls again. We got out and went around a last time and I landed, but then I porpoised.
I need to apply wind correction more. I also need to avoid the porpoise and recover from one properly. (Power up, then gently attempt to land.)
Logged: 24.5 hours, 70 landings
Tuesday, November 07, 2006
Around The Traffic Pattern: Situational Awareness
From: KASH To: KASH
Hours: 0.9
Type: Cessna Skyhawk C-172R
Number: N674DW
CFI: Brady Valliere
Discription: After being on standby since this morning, I finally got an airplane. Webster 74, a sketchy airplane that I had turned down yesturday and I only took today because it was the only one available. With an inoperable attitude indicator, turn coordinator and heading indicator, I wasn't too happy about this airplane. It was safe, of course. There was a back up indicator and according to the Federal Aviation Regulations (FAR 91.203), I didn't need the other two instruments for VFR flight. And once I was in the air, the attitude indicator accurately gave me my bank angle, but wasn't showing pitch, which was alright and the turn coordinator was actually working fine as well. So at least I had an aircraft today.
Anyways, after we took off from Runway 32, for a left downwind, I almost turned right when Brady corrected me. I need better awareness on that. After climbing to traffic pattern altitude (TPA), we headed downwind. I made the call to tower at midfield for the option. Remembering my last lesson, I had my eyes peeled for traffic. Several times I had to report to tower that the traffic was not in sight. But once I eyeballed them, I followed them in. Slowed myself down, full flaps, idle over the numbers, flared the airplane, landed on the mains then the nose. It was the best landing I've done so far, it was almost perfect. Brady retracted the flaps and we climbed into another left traffic. Comming around a second time, I again kept my eyes out for traffic before turning to final. This time I came to high. The VASI (Visual Approach Slope Indicator) lights at the end of the runway were reading white over white, meaning I was too high. I brought back the power and lowered flaps but I couldn't get the airplane to descend and maintain airspeed. Over the numbers I finally got red over white VASI lights, meaning that I was good to land on the glideslope, and I brought Webster 74 down for another almost perfect landing. Unfortunately, my next two approaches both were too high and resulted in go-arounds. The first go-around I did things somewhat out of order, on instinct. The second time I did it right, pitch-up, power-up, clean-up, which means, bring nose up, full power, retract all flaps. Then we went around again, following close behind a guy climbing out on take off, so I kept Webster 74 at about 75 KIAS to get some room between myself and the other aircraft. Then when I got to final, I was still too high, but I managed to get the airplane on the glideslope before the end. We landed. I tried to get off on taxiway Charlie, but it was too soon, so I steered for taxiway Delta. Got off. Then lights, camera, action. (Turn off lights, except beacon, turn transponder to standby, retract flaps). Called ground for permission to taxi and ended the flight.
Overall, the flight itself was pretty good. The approaches weren't bad and I maintained good situational awareness. My final approach needs some tweaking so that I can manage to descend on the glidepath rather than find myself too high and executing go-arounds all the time. Just takes practice. But my flare is beginning to come together. Since both go-arounds were my decision (Brady told me to do the first, but I was going to anyways), I think I can handle a safe landing. Another practice or two and I'll hopefully be good enough to solo.
Logged: 23.8 hours, 66 landings
Hours: 0.9
Type: Cessna Skyhawk C-172R
Number: N674DW
CFI: Brady Valliere
Discription: After being on standby since this morning, I finally got an airplane. Webster 74, a sketchy airplane that I had turned down yesturday and I only took today because it was the only one available. With an inoperable attitude indicator, turn coordinator and heading indicator, I wasn't too happy about this airplane. It was safe, of course. There was a back up indicator and according to the Federal Aviation Regulations (FAR 91.203), I didn't need the other two instruments for VFR flight. And once I was in the air, the attitude indicator accurately gave me my bank angle, but wasn't showing pitch, which was alright and the turn coordinator was actually working fine as well. So at least I had an aircraft today.
Anyways, after we took off from Runway 32, for a left downwind, I almost turned right when Brady corrected me. I need better awareness on that. After climbing to traffic pattern altitude (TPA), we headed downwind. I made the call to tower at midfield for the option. Remembering my last lesson, I had my eyes peeled for traffic. Several times I had to report to tower that the traffic was not in sight. But once I eyeballed them, I followed them in. Slowed myself down, full flaps, idle over the numbers, flared the airplane, landed on the mains then the nose. It was the best landing I've done so far, it was almost perfect. Brady retracted the flaps and we climbed into another left traffic. Comming around a second time, I again kept my eyes out for traffic before turning to final. This time I came to high. The VASI (Visual Approach Slope Indicator) lights at the end of the runway were reading white over white, meaning I was too high. I brought back the power and lowered flaps but I couldn't get the airplane to descend and maintain airspeed. Over the numbers I finally got red over white VASI lights, meaning that I was good to land on the glideslope, and I brought Webster 74 down for another almost perfect landing. Unfortunately, my next two approaches both were too high and resulted in go-arounds. The first go-around I did things somewhat out of order, on instinct. The second time I did it right, pitch-up, power-up, clean-up, which means, bring nose up, full power, retract all flaps. Then we went around again, following close behind a guy climbing out on take off, so I kept Webster 74 at about 75 KIAS to get some room between myself and the other aircraft. Then when I got to final, I was still too high, but I managed to get the airplane on the glideslope before the end. We landed. I tried to get off on taxiway Charlie, but it was too soon, so I steered for taxiway Delta. Got off. Then lights, camera, action. (Turn off lights, except beacon, turn transponder to standby, retract flaps). Called ground for permission to taxi and ended the flight.
Overall, the flight itself was pretty good. The approaches weren't bad and I maintained good situational awareness. My final approach needs some tweaking so that I can manage to descend on the glidepath rather than find myself too high and executing go-arounds all the time. Just takes practice. But my flare is beginning to come together. Since both go-arounds were my decision (Brady told me to do the first, but I was going to anyways), I think I can handle a safe landing. Another practice or two and I'll hopefully be good enough to solo.
Logged: 23.8 hours, 66 landings
Wednesday, November 01, 2006
Steep turns and a really crappy approach.
From: KASH To: KASH
Hours: 0.9
Type: C-172R Cessna Skyhawk
Number: N683DW
CFI: Nick Forte
Discription: We took off and headed to the south where the Balls are (a radar station of some sort.) Along the way, Nick had me throw on the IFR goggles and fly instrument only for a while. After a few clearing turns, I did some steep turns at about 45 degrees of bank. I maintained airspeed and altitude in both. After rolling out, I quickly located the airport when we were done with that and went through the In Range checklist. Got the ATIS and lost the airport. After trying to get a visual on KASH and failing at that, Nick let me use the GPS and find a vector. Once we had the vector, I flew IFR until we got a few miles out from the downwind leg. We entered the pattern. I turned to base too soon and too close to a guy on final, so Nick took the controls and got us down. I'd've done a go around if this was a solo. Next time, I need a sharper eye out for traffic. We secured the airplane and left. Lesson was GPed.
Logged: 22.9 hours, 63 landings
Hours: 0.9
Type: C-172R Cessna Skyhawk
Number: N683DW
CFI: Nick Forte
Discription: We took off and headed to the south where the Balls are (a radar station of some sort.) Along the way, Nick had me throw on the IFR goggles and fly instrument only for a while. After a few clearing turns, I did some steep turns at about 45 degrees of bank. I maintained airspeed and altitude in both. After rolling out, I quickly located the airport when we were done with that and went through the In Range checklist. Got the ATIS and lost the airport. After trying to get a visual on KASH and failing at that, Nick let me use the GPS and find a vector. Once we had the vector, I flew IFR until we got a few miles out from the downwind leg. We entered the pattern. I turned to base too soon and too close to a guy on final, so Nick took the controls and got us down. I'd've done a go around if this was a solo. Next time, I need a sharper eye out for traffic. We secured the airplane and left. Lesson was GPed.
Logged: 22.9 hours, 63 landings
Tuesday, October 31, 2006
Stalls in Webster 88
From: KASH To: KASH
Hours: 1.0
Type: C-172R Cessna Skyhawk utility
Number: N688DW
CFI: Brady Valliere
Discription: Brady and I took off out of Nashua on Runway 32. I held a steady climbout at 80 KIAS. Webster 88, a spinworthy aircraft, pretty much held the airspeed by itself. We flew over to Potanipo at 3800 MSL. The first maneuver we pulled was a power-off stall, which I recovered from alright, but I lost too much altitude. Then we climbed to 4500 MSL. I did a power-on stall, which was scary and on the recovery, a wing dropped and I hit the wrong rudder and nearly spun the aircraft, which was even scarier. Luckily I was fast on the other rudder and I pulled Webster 88 out of the stall before it begun to spin. Otherwise, Brady would've had to take control and recover. After the recovery, Brady brought the airplane into a stall and had me work the rudders to show me to use rudder opposite of the turn rather than step on the ball in this situation. Then I did another power-on stall and recovered fine. After that, Brady had me put on some IFR goggles and had me fly around instrument only. Then after removing the goggles, I located Nashua, called in for a touch and go. My approach was too wide of the runway and I had to cut in. I only got 20 degrees of flaps down by the time I was over the numbers. Then I pulled off a perfect flare, hit the main wheels, then the nose gear. Brady retracted the flaps and we went around the pattern one more time. This time my approach was much more accurate and I got into full landing configuration, but my flare was a little messy. We taxied to the ramp, shut down and went in the Aviation Center to brief.
Logged: 22 hours, 62 landings
Hours: 1.0
Type: C-172R Cessna Skyhawk utility
Number: N688DW
CFI: Brady Valliere
Discription: Brady and I took off out of Nashua on Runway 32. I held a steady climbout at 80 KIAS. Webster 88, a spinworthy aircraft, pretty much held the airspeed by itself. We flew over to Potanipo at 3800 MSL. The first maneuver we pulled was a power-off stall, which I recovered from alright, but I lost too much altitude. Then we climbed to 4500 MSL. I did a power-on stall, which was scary and on the recovery, a wing dropped and I hit the wrong rudder and nearly spun the aircraft, which was even scarier. Luckily I was fast on the other rudder and I pulled Webster 88 out of the stall before it begun to spin. Otherwise, Brady would've had to take control and recover. After the recovery, Brady brought the airplane into a stall and had me work the rudders to show me to use rudder opposite of the turn rather than step on the ball in this situation. Then I did another power-on stall and recovered fine. After that, Brady had me put on some IFR goggles and had me fly around instrument only. Then after removing the goggles, I located Nashua, called in for a touch and go. My approach was too wide of the runway and I had to cut in. I only got 20 degrees of flaps down by the time I was over the numbers. Then I pulled off a perfect flare, hit the main wheels, then the nose gear. Brady retracted the flaps and we went around the pattern one more time. This time my approach was much more accurate and I got into full landing configuration, but my flare was a little messy. We taxied to the ramp, shut down and went in the Aviation Center to brief.
Logged: 22 hours, 62 landings
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