UPDATE: I finally posted the photos from taking my friends up sightseeing, so head over to that post if you'd like to see the pics.
I just had to share this with my fellow pilots. Enjoy! :)
Monday, April 6, 2009
Saturday, April 4, 2009
Cubbing around
Plane: Cub, 85 hp
Route: 40I, Local
Weather: Clear, 57 degrees, wind 260 degrees at 7 knots
Today was probably the most beautiful day of the year so far... couldn't have asked for better weather to take Gina up for a short hop in the Cub and enjoy the spring scenery. The trees are beginning to flower and bloom and it's great to see the land turning green beneath the wings once again. There was a slight chill in the air from the wind but once inside the cockpit, the sunlight kept it nice and warm through the plexiglass.
We took off down the soft grass and climbed up and out of the pattern to look down on Caesar Creek Lake. Then I climbed up a bit and showed her a few forward slips and made a steep turn here and there. Given the nice weather there was some traffic in the area and gliders over at the gliderport, but Gina did a great job helping me spot it all from far away. I followed I-71 down to the bridge over the gorge and followed the path carved by the river from 1,800 feet back into the pattern at Stewart.
Turning base to final with the sun in my eyes, it looked like a good approach. Clear of the trees, I put in a slight forward slip before flaring. I added in about 100 RPM into the flare and held it off, bringing the stick back and back. Honestly, the first thing I noticed was the sound of the wheels on the grass... total three-point greaser! Those don't come very often and there's nothing like nailing a soft grass landing in a taildragger.
Flight Track: Google Earth KMZ File
Today's Flight: 0.8 hours
Total Time: 96.0 hours
Route: 40I, Local
Weather: Clear, 57 degrees, wind 260 degrees at 7 knots
Today was probably the most beautiful day of the year so far... couldn't have asked for better weather to take Gina up for a short hop in the Cub and enjoy the spring scenery. The trees are beginning to flower and bloom and it's great to see the land turning green beneath the wings once again. There was a slight chill in the air from the wind but once inside the cockpit, the sunlight kept it nice and warm through the plexiglass.
We took off down the soft grass and climbed up and out of the pattern to look down on Caesar Creek Lake. Then I climbed up a bit and showed her a few forward slips and made a steep turn here and there. Given the nice weather there was some traffic in the area and gliders over at the gliderport, but Gina did a great job helping me spot it all from far away. I followed I-71 down to the bridge over the gorge and followed the path carved by the river from 1,800 feet back into the pattern at Stewart.
Turning base to final with the sun in my eyes, it looked like a good approach. Clear of the trees, I put in a slight forward slip before flaring. I added in about 100 RPM into the flare and held it off, bringing the stick back and back. Honestly, the first thing I noticed was the sound of the wheels on the grass... total three-point greaser! Those don't come very often and there's nothing like nailing a soft grass landing in a taildragger.
Flight Track: Google Earth KMZ File
Today's Flight: 0.8 hours
Total Time: 96.0 hours
Saturday, March 28, 2009
Checked out in the Cub
Plane: Cub, 85 hp
Instructor: Dave
Route: 40I, Local
Weather: Broken clouds, 55 degrees, wind 090 degrees at 8 knots
While I flew the Cub a few times during my primary training, I've never been officially checked out in one for solo flight. So I scheduled some time with Dave to add another airplane to my list at Stewart. The same front from last night was still moving in, but it held off long enough for us to go up for about an hour.
The 85 hp Cub is about as much fun as you can have for $62/hour. Takes off and lands on a dime, but has more than enough power to quickly climb away. We launched and I climbed while circling up through a hole in the broken clouds to 3,500 feet. Ironically, there was some virga (rain that evaporates before reaching the ground) up there above the low clouds and we got a free windscreen cleaning. I wish I had my camera with me, as the view when we broke through the hole and climbed above the lower layer was spectacular.
I did some steep turns and then transitioned into slow flight and then to a power-off stall. The Cub just about flies at a standstill and the stall was very tame. Then I added in power and made two power-on stalls. The first I let a little aileron in by accident so a wing dropped and I corrected with ailerons level and opposite rudder. I paid better attention to the stick position and hung it on the prop next time. Again, it's got so much power that at full throttle it sort of just hangs there in a coordinated power-on stall. Unfortunately the clouds made it impossible to do any spins since we could have accidentally dropped into one, so those will have to wait for a future flight.
A quick descent via some left and right forward slips took us down 2,000 feet and into the pattern. I made takeoffs and landings of the short/soft field and normal variety. For the short field takeoff, we were airborne by the third cone lining the runway, or in less than 300 feet. Good times. Compared to the Champ (which will float for miles) the Cub really drops when you cut the throttle. For the soft field landings I just kept in a couple hundred RPM in the flare and she sat down ever so softly. I swear, I land the taildraggers better than the darn Cessna. Chalk up another plane on my list - I can now fly the Champ, Cubs, 150s, and 172 out of Stewart.
Flight Track: Google Earth KMZ File
Today's Flight: 0.9 hours
Total Time: 95.2 hours
Instructor: Dave
Route: 40I, Local
Weather: Broken clouds, 55 degrees, wind 090 degrees at 8 knots
While I flew the Cub a few times during my primary training, I've never been officially checked out in one for solo flight. So I scheduled some time with Dave to add another airplane to my list at Stewart. The same front from last night was still moving in, but it held off long enough for us to go up for about an hour.
The 85 hp Cub is about as much fun as you can have for $62/hour. Takes off and lands on a dime, but has more than enough power to quickly climb away. We launched and I climbed while circling up through a hole in the broken clouds to 3,500 feet. Ironically, there was some virga (rain that evaporates before reaching the ground) up there above the low clouds and we got a free windscreen cleaning. I wish I had my camera with me, as the view when we broke through the hole and climbed above the lower layer was spectacular.
I did some steep turns and then transitioned into slow flight and then to a power-off stall. The Cub just about flies at a standstill and the stall was very tame. Then I added in power and made two power-on stalls. The first I let a little aileron in by accident so a wing dropped and I corrected with ailerons level and opposite rudder. I paid better attention to the stick position and hung it on the prop next time. Again, it's got so much power that at full throttle it sort of just hangs there in a coordinated power-on stall. Unfortunately the clouds made it impossible to do any spins since we could have accidentally dropped into one, so those will have to wait for a future flight.
A quick descent via some left and right forward slips took us down 2,000 feet and into the pattern. I made takeoffs and landings of the short/soft field and normal variety. For the short field takeoff, we were airborne by the third cone lining the runway, or in less than 300 feet. Good times. Compared to the Champ (which will float for miles) the Cub really drops when you cut the throttle. For the soft field landings I just kept in a couple hundred RPM in the flare and she sat down ever so softly. I swear, I land the taildraggers better than the darn Cessna. Chalk up another plane on my list - I can now fly the Champ, Cubs, 150s, and 172 out of Stewart.
Flight Track: Google Earth KMZ File
Today's Flight: 0.9 hours
Total Time: 95.2 hours
Friday, March 27, 2009
Crosswinds, clouds, and go arounds
Plane: Cessna 150
Route: 40I-I68-40I
Weather: High overcast, 57 degrees, wind 070 degrees at 7 knots
While the forecast of partly cloudy never panned out today, it looked nice enough when I was sitting at my desk at the office this afternoon that I called Stewart and reserved the 150 for some practice. A front is headed this way but the haze dissipated enough that visibility was good and ceilings were over 5,000 feet. Winds were out of the East so I planned to fly down to Lebanon-Warren County for some crosswind practice.
If you recall, I was a bit concerned about the RPMs on 60338 last flight and pulled the carb heat just in case there was any icing. Remembering this, I was extra cautious and did a full-power runup just to check the RPMs before takeoff. Everything looked great, but as I accelerated down the runway I only saw 2,400 RPM at full throttle (it's usually 2,500 to 2,600 RPM) and I immediately pulled the power and aborted the takeoff. First time I've ever done that, but I feel it was the right thing to do.
I did another full-power runup and saw 2,500 on the tach, so I rolled on to the runway. This time I held the brakes for a short field takeoff and ensured I saw 2,500 before releasing them. Again, everything looked great and I didn't notice anything abnormal for the rest of the flight. But it's definitely something I might need to have them take a look at if I notice anything again.
I made one circuit in the pattern at Stewart before heading over to Warren County. I've felt myself regressing as of late in terms of my rectangular pattern. They're all rectangular, but I'm frequently overshooting my turn to final. In a self-evaluation after the flight, I decided that I think the problem primarily occurs when the wind is pushing me towards the runway. Now, I'm crabbing to maintain a track parallel to the runway but I'm not offsetting far enough away from the runway. So when I make the downwind to base turn I get pushed too close to the runway. I'll keep this in mind and see if it fixes the problem.
Overshooting aside, my landings were decent. The tree line at I68 makes for some fun landings, as the winds shift all over the place at about 50 feet above the surface. I also have been coming in too low a little bit in general lately and having to add power on final. So that's another thing to put more focus on. Anyway, I was able to lower the wing into the crosswind and touch down safely (if not always gently) each time. I even was able to make two short field landings and managed to hit the first turnoff to the taxiway, which is only about 800 feet from the displaced threshold. On my final landing attempt (where I had been planning to make a touch and go) the wind threw me all over the place about 20 feet from the surface and I elected to make a go around and head back to Stewart.
Heading back, I climbed to 3,000 feet and did some steep turns. I had been reading a recent article in AOPA Flight Training magazine that talked about the benefits of doing 720-degree steep turns in lieu of the standard 360-degree turns I usually practice. So, wanting to give it a go, I first made a 720 to the left and followed that with an immediate entry to a 720 to the right. On the right turns I actually hit my wake a couple times on the second revolution and the little jolt is a nice indication of a stable turn. I was nearly over top of Stewart so I made a steep descending turn down to 1,800 feet to enter a 45 for the left downwind for Runway 8, right behind the Champ.
Since I wasn't very far behind the Champ, I extended my downwind to make a short field landing. This approach was stable all the way down and I stopped in about 400 feet, turning off before I reached the top of the hill. Dave (who was in the Champ with a student) was talking to me later and commented on how the student couldn't believe how short my rollout was. Gotta impress the teacher, right? I made a few more laps around the pattern and made two simulated engine out landings, both times turning base-to-final early so I dumped in all 40 degrees of flaps and quickly dropped it down right near the end of the runway. Better to make the airport in an emergency situation than to come up short is my theory. On my next-to-last landing, I was following the Champ a little close (they had quickly turned off earlier and I figured I'd see if they cleared the runway in time) but at about 50 feet they were still in the process of turning off so I made a go around. Good practice in a realistic situation (plane on the runway) and that's why I followed closely in the first place.
Going up tomorrow, weather-pending, to get checked out in the Cub! Once that's done, I'll be allowed to solo the Champ, Cub, 150, and 172. Then I'll just have to try and stay current in all of them...
Flight Track: Google Earth KMZ File
Today's Flight: 1.6 hours
Total Time: 94.3 hours
Route: 40I-I68-40I
Weather: High overcast, 57 degrees, wind 070 degrees at 7 knots
While the forecast of partly cloudy never panned out today, it looked nice enough when I was sitting at my desk at the office this afternoon that I called Stewart and reserved the 150 for some practice. A front is headed this way but the haze dissipated enough that visibility was good and ceilings were over 5,000 feet. Winds were out of the East so I planned to fly down to Lebanon-Warren County for some crosswind practice.
If you recall, I was a bit concerned about the RPMs on 60338 last flight and pulled the carb heat just in case there was any icing. Remembering this, I was extra cautious and did a full-power runup just to check the RPMs before takeoff. Everything looked great, but as I accelerated down the runway I only saw 2,400 RPM at full throttle (it's usually 2,500 to 2,600 RPM) and I immediately pulled the power and aborted the takeoff. First time I've ever done that, but I feel it was the right thing to do.
I did another full-power runup and saw 2,500 on the tach, so I rolled on to the runway. This time I held the brakes for a short field takeoff and ensured I saw 2,500 before releasing them. Again, everything looked great and I didn't notice anything abnormal for the rest of the flight. But it's definitely something I might need to have them take a look at if I notice anything again.
I made one circuit in the pattern at Stewart before heading over to Warren County. I've felt myself regressing as of late in terms of my rectangular pattern. They're all rectangular, but I'm frequently overshooting my turn to final. In a self-evaluation after the flight, I decided that I think the problem primarily occurs when the wind is pushing me towards the runway. Now, I'm crabbing to maintain a track parallel to the runway but I'm not offsetting far enough away from the runway. So when I make the downwind to base turn I get pushed too close to the runway. I'll keep this in mind and see if it fixes the problem.
Overshooting aside, my landings were decent. The tree line at I68 makes for some fun landings, as the winds shift all over the place at about 50 feet above the surface. I also have been coming in too low a little bit in general lately and having to add power on final. So that's another thing to put more focus on. Anyway, I was able to lower the wing into the crosswind and touch down safely (if not always gently) each time. I even was able to make two short field landings and managed to hit the first turnoff to the taxiway, which is only about 800 feet from the displaced threshold. On my final landing attempt (where I had been planning to make a touch and go) the wind threw me all over the place about 20 feet from the surface and I elected to make a go around and head back to Stewart.
Heading back, I climbed to 3,000 feet and did some steep turns. I had been reading a recent article in AOPA Flight Training magazine that talked about the benefits of doing 720-degree steep turns in lieu of the standard 360-degree turns I usually practice. So, wanting to give it a go, I first made a 720 to the left and followed that with an immediate entry to a 720 to the right. On the right turns I actually hit my wake a couple times on the second revolution and the little jolt is a nice indication of a stable turn. I was nearly over top of Stewart so I made a steep descending turn down to 1,800 feet to enter a 45 for the left downwind for Runway 8, right behind the Champ.
A quick descent after the steep turns into the pattern at Stewart
Since I wasn't very far behind the Champ, I extended my downwind to make a short field landing. This approach was stable all the way down and I stopped in about 400 feet, turning off before I reached the top of the hill. Dave (who was in the Champ with a student) was talking to me later and commented on how the student couldn't believe how short my rollout was. Gotta impress the teacher, right? I made a few more laps around the pattern and made two simulated engine out landings, both times turning base-to-final early so I dumped in all 40 degrees of flaps and quickly dropped it down right near the end of the runway. Better to make the airport in an emergency situation than to come up short is my theory. On my next-to-last landing, I was following the Champ a little close (they had quickly turned off earlier and I figured I'd see if they cleared the runway in time) but at about 50 feet they were still in the process of turning off so I made a go around. Good practice in a realistic situation (plane on the runway) and that's why I followed closely in the first place.
Going up tomorrow, weather-pending, to get checked out in the Cub! Once that's done, I'll be allowed to solo the Champ, Cub, 150, and 172. Then I'll just have to try and stay current in all of them...
Flight Track: Google Earth KMZ File
Today's Flight: 1.6 hours
Total Time: 94.3 hours
Saturday, March 21, 2009
Taking some friends sightseeing
Plane: Cessna 150
Route: 40I-MGY-40I-MGY-40I
Weather: High overcast, 48 degrees, wind light and variable
We had some good friends from college come down from Michigan over the weekend to visit, so I figured what better way to show them around Dayton than from the sky. While we would have all fit comfortably in the 172, it only has the 2-place intercom and I haven't got around to buying a portable 4-place yet. Plus, I think the 150 has an all-around better view for pilot and passenger since you're closer to every piece of plexiglass. So in lieu of loading up together, I took our friend Kristin up for about an hour and then came back to Stewart and picked up Sarah for the repeat flight. All told, I was up for 2.2 hours and never went more than about 20 miles from the airport.
Kristin wanted to go up first, so after my pre-flight and topping off both tanks I explained some things to her on the ground. How to operate the doors and seatbelts, that I'd ask her to pop the door if we had to land off a runway, pointing out any traffic, etc. Safety briefing complete, I fired up 60338 and taxied to the end of the runway. She said she was ready and I pushed in the throttle and we smoothly rotated into the sky. I flew us out over Caesar Creek Lake, then down I-71 to the Jeremiah Morrow Bridge where the Interstate crosses the Little Miami Gorge. Then it was North and directly over the cities of Waynesville and Bellbrook, which we had driven through on the way to the airport. Next I flew past The Greene (a huge shopping area about a mile from my apartment) and over my apartment before turning South to stay clear of Dayton's airspace.
I started a descent from 3,000 down to 2,000 in preparation for entering the pattern at Wright Brothers. Once on the 45, I pointed out the neighborhood where our new house is (haven't closed yet, but it's mine!) and we flew right over top of it as we turned base to final. I brought us down for a very soft landing and taxied around and set up for a short field takeoff. She enjoyed leaping from the ground and we climbed straight out and exited the pattern on a direct course for Stewart. I came in on a 45 for a left downwind to Runway 8 and followed a Cub for another soft landing.
First passenger happy and safely back on the ground, I brought Sarah over and went through pretty much the exact same routine. The winds had shifted, so we departed on Runway 26 this time. I took a relatively identical route, almost surprisingly so when I looked at the GPS track in Google Earth.
The one thing on this flight that had me concerned was the possibility of carb ice. For the non-pilots, the vaporization of fuel inside the carburetor causes a large drop in temperature and if there's enough moisture in the air ice can form on the inside and block airflow into the engine. My runup showed no adverse indications and we launched smoothly into the air. However, nearing pattern altitude I noticed my RPMs appeared about 100-200 lower than normal. I immediately pulled the carb heat and climbed while circling around the airport to stay within gliding distance if we had any problems. As I was doing this, I explained to Sarah I was just checking to make sure everything was operating fine and I was staying near the airport for a minute. She understood and wasn't at all bothered by it so I'm glad that, as a pilot, I was able to give an explanation without unnecessarily worrying anyone on board. I turned the carb heat off after a few minutes and the RPMs looked about normal. There never was any engine roughness or anything that would indicate ice had been present prior to pulling the heat. Nonetheless, I kept my eye on the tach throughout the flight and pulled the carb heat again a couple times just to be sure.
Comfortable that the plane was in safe condition, we continued on and followed the same route South over the brige and then North before heading to Wright Brothers. Being a nice spring day, the traffic had increased and I entered the pattern on the 45 for Runway 20 as number three to land. The approach was smooth and stable but right when the wheels touched I caught a light gust of wind that lifted a wing a tad and put a slight side load as I kicked the rudder and tried to straighten things out and touch the mains softly. Unfortunately, I ended up touching before everything I said above was completed so we landed a little rough. She still thought it was pretty smooth but I know I could have done better.
Never one to want the last landing to be a bad one, I told her I'd make one more lap around the pattern. We departed with a short field takeoff and then I made a touch and go (nice and smooth, I might add) and followed with a straight-out departure right on the extended centerline before turning towards Stewart. I overflew the field and made a teardrop to enter the 45 for a left downwind to Runway 26 and brought us in for a very soft landing after we cleared the trees on short final. Once I'd taxied back to the tiedown, Sarah said she had also had a great time up there. Two for two on the day, not bad!
It really was an awesome day to be able to take some old friends up, especially since I hadn't seen them in a long time and they'd never flown with me. Both have flown in a small plane before (we have another mutual friend who is a pilot) so that may have helped them in terms of being excited about the flight in the first place. The weather was pretty good throughout the flight, but due to the front moving through (hence the wind/runway shift at Stewart) there were a few bumps at times. Still, it was a beautiful day to fly and I think that it personally was a great PIC experience for me in taking up two new passengers and maintaining situational awareness and positive control while pointing out some sights.
They both took lots of photos and once they send them to me, I'll add a few to this post. UPDATE: Photos below added 4/11.
Flight Track: Google Earth KMZ File
Today's Flight: 2.2 hours
Total Time: 92.7 hours
Route: 40I-MGY-40I-MGY-40I
Weather: High overcast, 48 degrees, wind light and variable
We had some good friends from college come down from Michigan over the weekend to visit, so I figured what better way to show them around Dayton than from the sky. While we would have all fit comfortably in the 172, it only has the 2-place intercom and I haven't got around to buying a portable 4-place yet. Plus, I think the 150 has an all-around better view for pilot and passenger since you're closer to every piece of plexiglass. So in lieu of loading up together, I took our friend Kristin up for about an hour and then came back to Stewart and picked up Sarah for the repeat flight. All told, I was up for 2.2 hours and never went more than about 20 miles from the airport.
You can see the two flights took nearly the same path
Kristin wanted to go up first, so after my pre-flight and topping off both tanks I explained some things to her on the ground. How to operate the doors and seatbelts, that I'd ask her to pop the door if we had to land off a runway, pointing out any traffic, etc. Safety briefing complete, I fired up 60338 and taxied to the end of the runway. She said she was ready and I pushed in the throttle and we smoothly rotated into the sky. I flew us out over Caesar Creek Lake, then down I-71 to the Jeremiah Morrow Bridge where the Interstate crosses the Little Miami Gorge. Then it was North and directly over the cities of Waynesville and Bellbrook, which we had driven through on the way to the airport. Next I flew past The Greene (a huge shopping area about a mile from my apartment) and over my apartment before turning South to stay clear of Dayton's airspace.
I started a descent from 3,000 down to 2,000 in preparation for entering the pattern at Wright Brothers. Once on the 45, I pointed out the neighborhood where our new house is (haven't closed yet, but it's mine!) and we flew right over top of it as we turned base to final. I brought us down for a very soft landing and taxied around and set up for a short field takeoff. She enjoyed leaping from the ground and we climbed straight out and exited the pattern on a direct course for Stewart. I came in on a 45 for a left downwind to Runway 8 and followed a Cub for another soft landing.
First passenger happy and safely back on the ground, I brought Sarah over and went through pretty much the exact same routine. The winds had shifted, so we departed on Runway 26 this time. I took a relatively identical route, almost surprisingly so when I looked at the GPS track in Google Earth.
The one thing on this flight that had me concerned was the possibility of carb ice. For the non-pilots, the vaporization of fuel inside the carburetor causes a large drop in temperature and if there's enough moisture in the air ice can form on the inside and block airflow into the engine. My runup showed no adverse indications and we launched smoothly into the air. However, nearing pattern altitude I noticed my RPMs appeared about 100-200 lower than normal. I immediately pulled the carb heat and climbed while circling around the airport to stay within gliding distance if we had any problems. As I was doing this, I explained to Sarah I was just checking to make sure everything was operating fine and I was staying near the airport for a minute. She understood and wasn't at all bothered by it so I'm glad that, as a pilot, I was able to give an explanation without unnecessarily worrying anyone on board. I turned the carb heat off after a few minutes and the RPMs looked about normal. There never was any engine roughness or anything that would indicate ice had been present prior to pulling the heat. Nonetheless, I kept my eye on the tach throughout the flight and pulled the carb heat again a couple times just to be sure.
Comfortable that the plane was in safe condition, we continued on and followed the same route South over the brige and then North before heading to Wright Brothers. Being a nice spring day, the traffic had increased and I entered the pattern on the 45 for Runway 20 as number three to land. The approach was smooth and stable but right when the wheels touched I caught a light gust of wind that lifted a wing a tad and put a slight side load as I kicked the rudder and tried to straighten things out and touch the mains softly. Unfortunately, I ended up touching before everything I said above was completed so we landed a little rough. She still thought it was pretty smooth but I know I could have done better.
Never one to want the last landing to be a bad one, I told her I'd make one more lap around the pattern. We departed with a short field takeoff and then I made a touch and go (nice and smooth, I might add) and followed with a straight-out departure right on the extended centerline before turning towards Stewart. I overflew the field and made a teardrop to enter the 45 for a left downwind to Runway 26 and brought us in for a very soft landing after we cleared the trees on short final. Once I'd taxied back to the tiedown, Sarah said she had also had a great time up there. Two for two on the day, not bad!
It really was an awesome day to be able to take some old friends up, especially since I hadn't seen them in a long time and they'd never flown with me. Both have flown in a small plane before (we have another mutual friend who is a pilot) so that may have helped them in terms of being excited about the flight in the first place. The weather was pretty good throughout the flight, but due to the front moving through (hence the wind/runway shift at Stewart) there were a few bumps at times. Still, it was a beautiful day to fly and I think that it personally was a great PIC experience for me in taking up two new passengers and maintaining situational awareness and positive control while pointing out some sights.
They both took lots of photos and once they send them to me, I'll add a few to this post. UPDATE: Photos below added 4/11.
Opening up the plane to start the pre-flight
Helping my friend Kristin into the plane
Just about ready for takeoff
Inside the cockpit during our taxi down the grass
Taking to the air from Runway 8 at Stewart
Taking to the air from Runway 8 at Stewart
Flying over the Jeremiah Morrow Bridge, which spans the Little Miami River
Downtown Dayton in the distance
Somewhere over Dayton with my friend Sarah
Flying over The Greene, a huge outdoor mall by my apartment
Departing from Wright Brothers Airport
Doing my best to be a good pilot ;-)
Flight Track: Google Earth KMZ File
Today's Flight: 2.2 hours
Total Time: 92.7 hours
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