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
Friday, November 10, 2006
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
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